Systems and methods for geo-fencing device communications

ABSTRACT

Systems and methods for UAV safety are provided. An authentication system may be used to confirm UAV and/or user identity and provide secured communications between users and UAVs. The UAVs may operate in accordance with a set of flight regulations. The set of flight regulations may be associated with a geo-fencing device in the vicinity of the UAV.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application is a Continuation Application of InternationalApplication No. PCT/CN2015/075620 filed on Mar. 31, 2015, the content ofwhich is hereby incorporated by reference in its entirety.

BACKGROUND OF THE INVENTION

Unmanned vehicles, such as unmanned aerial vehicles (UAVs) have beendeveloped for use in a variety of fields, including consumer andindustry applications. For instance, UAVs may be flown for recreation,photography/videography, surveillance, delivery, or other applications.

UAVs have expanded a dimension of individuals' lives. However, as theuse of UAVs has become more prevalent, safety issues and challengesarise. For instance, when flight of UAVs is unrestricted, UAVs may flyover areas where flight is or ought to be prohibited. This may occurintentionally or unintentionally. In some instances, novice users maylose control of UAVs or be unfamiliar with flight aviation rules. Risksalso exist for potential hijacking or hacking of UAV control.

SUMMARY OF THE INVENTION

Safety systems and methods described herein improve flight safety ofunmanned aerial vehicles (UAVs). Flight control and authenticationsystems and methods may be provided which may aid in tracking UAV usage.The systems may uniquely identify various parties that are interacting(e.g., users, remote controllers, UAVs, geo-fencing devices). In someinstances, an authentication process may occur and only authorizedparties may be permitted to operate the UAV. Flight regulations may beimposed on UAV operation, and may override user manual controls. In someinstances, geo-fencing devices may be used to provide informationregarding flight regulations or help with the flight regulation process.

An aspect of the invention is directed to a geo-fencing device, saidgeo-fencing device comprising: a communication module configured totransmit information within a predetermined geographic range of thegeo-fencing device; and one or more storage units configured to storeone or more sets of flight regulations for the predetermined geographicrange of the geo-fencing device, wherein the communication module isconfigured to send a set of flight regulations selected from the one ormore sets of flight regulations to an unmanned aerial vehicle (UAV) whenthe UAV enters the predetermined geographic range of the geo-fencingdevice.

Additionally, aspects of the invention may comprise a method ofproviding a set of flight regulations to an unmanned aerial vehicle(UAV), said method comprising: storing, in one or more storage units ofa geo-fencing device, one or more sets of flight regulations for apredetermined geographic range of the geo-fencing device; andtransmitting, with aid of a communication module configured to transmitinformation within the predetermined geographic range of the geo-fencingdevice, a set of flight regulations selected from the one or more setsof flight regulations to the UAV when the UAV enters the predeterminedgeographic range of the geo-fencing device.

An unmanned aerial vehicle (UAV) may be provided in accordance withaspects of the invention. The UAV may comprise: a sensor configured todetect an indicator of a geo-fencing device; and a flight control moduleconfigured to generate one or more signals that cause the UAV to operatein accordance with a set of flight regulations that are generated basedon the detected indicator of the geo-fencing device.

Furthermore, aspects of the invention may be directed to a method ofoperating an unmanned aerial vehicle (UAV), said method comprising:detecting, with aid of a sensor on-board the UAV, an indicator of ageo-fencing device; and generating, using a flight control module, oneor more signals that cause the UAV to operate in accordance with a setof flight regulations that are generated based on the detected indicatorof the geo-fencing device.

Aspects of the invention may also comprise a geo-fencing device,comprising: a input element configured to collect data useful fordetermining a set of flight regulations; one or more processorsconfigured to individually or collectively: determine the set of flightregulations based on the data collected by the input element; and one ormore output elements configured to output a signal that causes the UAVto fly in accordance with the set of flight regulations.

In accordance with further aspects of the invention, a method ofcontrolling flight of an unmanned aerial vehicle (UAV) may be provided,said method comprising: collecting, using an input element of ageo-fencing device, data useful for determining a set of flightregulations; determining, with aid of one or more processors, the set offlight regulations based on the data collected by the input element; andoutputting, with aid of a one or more output element of the geo-fencingdevice, a signal that causes the UAV to fly in accordance with the setof flight regulations.

Moreover, aspects of the invention may be directed to a geo-fencingdevice, comprising: a detector configured to detect a presence of anunmanned aerial vehicle (UAV) within a predetermined geographic range ofthe geo-fencing device; and a communication module configured to send asignal that triggers sending of a set of flight regulations to the UAVwhen the UAV enters the predetermined geographic range of thegeo-fencing device.

An aspect of the invention may be directed to a method of providing aset of flight regulations to an unmanned aerial vehicle (UAV), saidmethod comprising: detecting, with aid of a detector of a geo-fencingdevice, a presence of the UAV within a predetermined geographic range ofthe geo-fencing device; and transmitting, with aid of a communicationmodule of the geo-fencing device, a signal that triggers sending of aset of flight regulations to the UAV when the UAV enters thepredetermined geographic range of the geo-fencing device.

An unmanned aerial vehicle (UAV) may be provided in accordance withadditional aspects of the invention, said UAV comprising: acommunication unit configured to receive a position of a geo-fencingdevice; and a flight control module configured to generate one or moresignals that cause the UAV to operate in accordance with a set of flightregulations that are generated based on the position of the geo-fencingdevice.

Also, aspects of the invention may comprise a method of operating anunmanned aerial vehicle (UAV), said method comprising: receiving, withaid of a communication unit of the UAV, a position of a geo-fencingdevice; and generating, with aid of a flight control module, one or moresignals that cause the UAV to operate in accordance with a set of flightregulations that are generated based on the position of the geo-fencingdevice.

Additional aspects of the invention may be directed to a method ofidentifying a geo-fencing device, said method comprising: receiving ageo-fence identifier that uniquely identifies the geo-fencing devicefrom other geo-fencing devices; generating a set of flight regulationsfor an unmanned aerial vehicle (UAV) based on the geo-fence identifier;and operating the UAV in accordance with the set of flight regulations.

Furthermore, a geo-fencing device identification system may be providedin accordance with an aspect of the invention. The geo-fencing devicemay comprise: one or more processors operably configured to individuallyor collectively: receive a geo-fence identifier that uniquely identifiesthe geo-fencing device from other geo-fencing devices; and generate aset of flight regulations for an unmanned aerial vehicle (UAV) based onthe geo-fence identifier, to permit operation of the UAV in accordancewith the set of flight regulations.

In accordance with additional aspects of the invention, a method ofauthenticating a geo-fencing device may be provided, said methodcomprising: authenticating an identity of a geo-fencing device, whereinthe identity of the geo-fencing device is uniquely distinguishable fromother geo-fencing devices; providing a set of flight regulations for anunmanned aerial vehicle (UAV), wherein the flight regulations relate toa location of the authenticated geo-fencing device; and operating theUAV in accordance with the set of flight regulations.

Moreover, aspects of the invention may be directed to a geo-fencingdevice authentication system, comprising: one or more processorsconfigured to individually or collectively: authenticate an identity ofa geo-fencing device, wherein the identity of the geo-fencing device isuniquely distinguishable from other geo-fencing devices; and generate aset of flight regulations for an unmanned aerial vehicle (UAV), whereinthe flight regulations relate to a location of the authenticatedgeo-fencing device, to permit operation of the UAV in accordance withthe set of flight regulations.

A geo-fencing device may be provided in accordance with an aspect of theinvention, comprising: one or more memory storage units configured tostore a plurality of indicator parameters; and a dynamic indicator that(1) changes over time from being in accordance with a first indicatorparameter to being in accordance with a second indicator parameter ofsaid plurality, and (2) is configured to be detectable by an unmannedaerial vehicle (UAV) (a) while the UAV is in flight and (b) when the UAVenters within a predetermined geographic range of the geo-fencingdevice.

Additionally, aspects of the invention may comprise method of providinga set of flight regulations to an unmanned aerial vehicle (UAV), saidmethod comprising: storing, in one or more memory storage units of ageo-fencing device, a plurality of indicator parameters; and changing adynamic indicator of the geo-fencing device over time from being inaccordance with a first indicator parameter to being in accordance witha second indicator parameter of said plurality, wherein the dynamicindicator is configured to be detectable by the UAV (a) while the UAV isin flight and (b) when the UAV enters within a predetermined geographicrange of the geo-fencing device.

Aspects of the invention may be directed to a method of operating anunmanned aerial vehicle (UAV), said method comprising: determining alocation of the UAV; identifying a plurality of geo-fencing devices,wherein each geo-fencing device is indicative of a set of flightregulations for the UAV in an area that covers the location of the UAV;prioritizing, with aid of one or more processors, a master set of flightregulations the UAV is to follow, selected from the sets of flightregulations of the plurality of geo-fencing devices; and operating theUAV in accordance with the master set of flight regulations.

A non-transitory computer readable medium containing programinstructions for operating an unmanned aerial vehicle (UAV) may beprovided in accordance with aspects of the invention, said computerreadable medium comprising: program instructions for determining alocation of the UAV; program instructions for identifying a plurality ofgeo-fencing devices, wherein each geo-fencing device is indicative of aset of flight regulations for the UAV in an area that covers thelocation of the UAV; and program instructions for prioritizing a masterset of flight regulations the UAV is to follow, selected from the setsof flight regulations of the plurality of geo-fencing devices, to permitoperation of the UAV in accordance with the master set of flightregulations.

Further aspects of the invention may comprise an unmanned aerial vehicle(UAV) flight regulation prioritization system. The system may comprise:one or more processors configured to individually or collectively:determine a location of the UAV; identify a plurality of geo-fencingdevices, wherein each geo-fencing device is indicative of a set offlight regulations for the UAV in an area that covers the location ofthe UAV; and prioritize a master set of flight regulations the UAV is tofollow, selected from the sets of flight regulations of the plurality ofgeo-fencing devices, to permit operation of the UAV in accordance withthe master set of flight regulations.

Additionally aspects of the invention may be directed to a method ofdisplaying geo-fencing information for an unmanned aerial vehicle (UAV),said method comprising: receiving geo-fencing device data comprising (1)a location of at least one geo-fencing device and (2) one or moregeo-fencing boundaries of the at least one geo-fencing device; providinga display configured to display information to a user; and showing, onthe display, a map with (1) the location of the at least one geo-fencingdevice and (2) the one or more geo-fencing boundaries of the at leastone geo-fencing device.

Moreover, a display device may be provided in accordance with aspects ofthe invention. The display device may comprise: a communication unitconfigured to receive geo-fencing device data comprising (1) a locationof at least one geo-fencing device and (2) one or more geo-fencingboundaries of the at least one geo-fencing device; and a displayconfigured to display information to the user, wherein the display showsa map with (1) the location of the at least one geo-fencing device and(2) the one or more geo-fencing boundaries of the at least onegeo-fencing device.

A method of controlling a geo-fencing device may be provided inaccordance with additional aspects of the invention, said methodcomprising: receiving data pertaining to at least one geo-fencingdevice; providing a display configured to show geo-fencing deviceinformation to a user based on the received data pertaining to the atleast one geo-fencing device; receiving a user input that affectsoperation of the at least one geo-fencing device; and conveying, withaid of a transmitter, one or more signal that affects the operation ofthe at least one geo-fencing device in accordance with the user input.

Aspects of the invention may be directed to a display device comprising:a receiver configured to receive data pertaining to at least onegeo-fencing device; a display configured to show geo-fencing deviceinformation to a user based on the received data pertaining to the atleast one geo-fencing device; one or more processors individually orcollectively configured to receive a user input that affects operationof the at least one geo-fencing device; and a transmitter configured toconvey one or more signal that affects the operation of the at least onegeo-fencing device in accordance with the user input.

Additionally, aspects of the invention may comprise a method ofidentifying mobile geo-fencing devices, said method comprising:receiving, at an unmanned aerial vehicle (UAV), a signal from a mobilegeo-fencing device indicative of (1) a location of the mobilegeo-fencing device and (2) one or more geo-fencing boundaries of themobile geo-fencing device; calculating a distance between the UAV andthe mobile geo-fencing device; determining, based on the distance,whether the UAV falls within the one or more geo-fencing boundaries ofthe mobile geo-fencing device; and operating the UAV under a set offlight regulations provided based on the mobile geo-fencing device whenthe UAV falls within the one or more geo-fencing boundaries of themobile geo-fencing device.

In accordance with an aspect of the invention, an unmanned aerialvehicle (UAV) may be provided. The UAV may comprise: a communicationunit configured to receive a signal from a mobile geo-fencing deviceindicative of (1) a location of the mobile geo-fencing device and (2)one or more geo-fencing boundaries of the mobile geo-fencing device; andone or more processors operably coupled to the communication unit,individually or collectively configured to: calculate a distance betweenthe UAV and the mobile geo-fencing device; determine, based on thedistance, whether the UAV falls within the one or more geo-fencingboundaries of the mobile geo-fencing device; and generate a signal toeffect operation of the UAV under a set of flight regulations providedbased on the mobile geo-fencing device when the UAV falls within the oneor more geo-fencing boundaries of the mobile geo-fencing device.

Aspects of the invention may provide a method of providing a set offlight regulations to an unmanned aerial vehicle (UAV), said methodcomprising: receiving, from a mobile device, a request for a geo-fencingmobile application, wherein the mobile device is (1) configured tocommunicate over a network and (2) comprises a locator configured toprovide a location of the mobile device; providing, to the mobiledevice, the geo-fencing mobile application configured to use thelocation of the mobile device as a reference for a set of flightregulations; and transmitting the set of flight regulations, that usesthe location of the mobile device as a reference, to the UAV when theUAV enters a predetermined geographic range of the mobile device.

Furthermore, a geo-fencing system may be provided in accordance withaspects of the invention, comprising: one or more receivers configuredto, individually or collectively: receive a request for a geo-fencingmobile application from a mobile device, wherein the mobile device is(1) configured to communicate over a network and (2) comprises a locatorconfigured to provide a location of the mobile device; and one or moretransmitters configured to, individually or collectively: (a) provide,to the mobile device, the geo-fencing mobile application configured touse the location of the mobile device as a reference for a set of flightregulations; and (b) transmit the set of flight regulations, that usesthe location of the mobile device as a reference, to an unmanned aerialvehicle (UAV) when the UAV enters a predetermined geographic range ofthe mobile device.

Additional aspects of the invention may be directed to a method ofproviding a set of flight regulations to an unmanned aerial vehicle(UAV), said method comprising: requesting, by a mobile device, ageo-fencing mobile application, wherein the mobile device is (1)configured to communicate over a network and (2) comprises a locatorconfigured to provide a location of the mobile device; receiving, at themobile device, the geo-fencing mobile application configured to use thelocation of the mobile device as a reference for a set of flightregulations; and transmitting a signal that causes the UAV to receivethe set of flight regulations and operate in accordance with the set offlight regulations when the UAV enters a predetermined geographic rangeof the mobile device.

A mobile device configured to communicate over a network may be providedin accordance with further aspects of the invention, said mobile devicecomprising: a locator configured to provide a location of the mobiledevice; one or more memory storage units storing a geo-fencing mobileapplication, wherein the geo-fencing mobile application configured touse the location of the mobile device as a reference for a set of flightregulations; and a transmitter configured to transmit a signal thatcauses the UAV to receive the set of flight regulations and operate inaccordance with the set of flight regulations when the UAV enters apredetermined geographic range of the mobile device.

It shall be understood that different aspects of the invention can beappreciated individually, collectively, or in combination with eachother. Various aspects of the invention described herein may be appliedto any of the particular applications set forth below or for any othertypes of movable objects. Any description herein of aerial vehicles,such as unmanned aerial vehicles, may apply to and be used for anymovable object, such as any vehicle. Additionally, the systems, devices,and methods disclosed herein in the context of aerial motion (e.g.,flight) may also be applied in the context of other types of motion,such as movement on the ground or on water, underwater motion, or motionin space.

Other objects and features of the present invention will become apparentby a review of the specification, claims, and appended figures.

INCORPORATION BY REFERENCE

All publications, patents, and patent applications mentioned in thisspecification are herein incorporated by reference to the same extent asif each individual publication, patent, or patent application wasspecifically and individually indicated to be incorporated by reference.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features of the invention are set forth with particularity inthe appended claims. A better understanding of the features andadvantages of the present invention will be obtained by reference to thefollowing detailed description that sets forth illustrative embodiments,in which the principles of the invention are utilized, and theaccompanying drawings of which:

FIG. 1 shows an example of interactions between one or more users andone or more UAVs in accordance with an embodiment of the invention.

FIG. 2 shows an example of an authentication system in accordance withan embodiment of the invention.

FIG. 3 shows an example of one or more factors that may go intogeneration of a set of flight regulations, in accordance with anembodiment of the invention.

FIG. 4 shows an example of a flight control unit, in accordance with anembodiment of the invention.

FIG. 5 shows an additional example of a flight control unit, inaccordance with an embodiment of the invention.

FIG. 6 shows an example of a flight control unit which tracksidentification of chips on the flight control unit, in accordance withan embodiment of the invention.

FIG. 7 shows an illustration of a scenario incorporating multiple typesof flight regulations, in accordance with an embodiment of theinvention.

FIG. 8 shows a process of considering whether a user is authorized tooperate a UAV, in accordance with an embodiment of the invention.

FIG. 9 shows a process of determining whether to permit operation of aUAV by a user, in accordance with an embodiment of the invention.

FIG. 10 shows an illustration of a level of flight regulation may beaffected by a degree of authentication, in accordance with an embodimentof the invention.

FIG. 11 shows an example of device information that may be stored inmemory, in accordance with an embodiment of the invention.

FIG. 12 shows an illustration of a scenario where a hijacker isattempting to take over control of a UAV, in accordance with anembodiment of the invention.

FIG. 13 shows an example of UAV flight deviation, in accordance with anembodiment of the invention.

FIG. 14 shows an example of a monitoring system using one or morerecorders, in accordance with an embodiment of the invention.

FIG. 15 shows an illustration of bi-directional authentication between aUAV and an authentication center, in accordance with an embodiment ofthe present invention.

FIG. 16 shows a process for sending a message with an encryptedsignature, in accordance with an embodiment of the present invention.

FIG. 17 shows another process for verifying a message by decrypting asignature, in accordance with an embodiment of the present invention.

FIG. 18 shows an example of a UAV and a geo-fencing device, inaccordance with an embodiment of the invention.

FIG. 19 shows a side view of a geo-fencing device, geo-fencing boundary,and UAV in accordance with an embodiment of the invention.

FIG. 20 shows a system where a geo-fencing device directly transmitsinformation to a UAV, in accordance with an embodiment of the invention.

FIG. 21 shows a system where an air control system may communicate withthe geo-fencing device and/or UAV.

FIG. 22 shows a system where a UAV detects a geo-fencing device, inaccordance with an embodiment of the invention.

FIG. 23 shows an example of a UAV system where the UAV and a geo-fencingdevice do not need to directly communicate with one another, inaccordance with an embodiment of the invention.

FIG. 24 shows an example of a geo-fencing device that may have multipleflight restriction zones.

FIG. 25 shows a process for generating a set of flight regulations inaccordance with an embodiment of the invention.

FIG. 26 shows a process for authenticating a geo-fencing device, inaccordance with an embodiment of the invention.

FIG. 27 shows another example of device information that may be storedin memory, in accordance with an embodiment of the invention.

FIG. 28 shows a geo-fencing device that may provide different sets offlight restrictions in different scenarios, in accordance with anembodiment of the invention.

FIG. 29 shows an example of a geo-fencing device with sets of flightregulations that may change over time, in accordance with an embodimentof the invention.

FIG. 30 shows a scenario where a UAV may be provided within anoverlapping region for multiple geo-fencing devices, in accordance withan embodiment of the invention.

FIG. 31 shows an example of different regulations for differentgeo-fencing devices, in accordance with an aspect of the invention.

FIG. 32 shows an example of mobile geo-fencing devices in accordancewith an embodiment of the invention.

FIG. 33 shows an example of mobile geo-fencing devices approaching oneanother, in accordance with an embodiment of the invention.

FIG. 34 shows another example of a mobile geo-fencing device inaccordance with an embodiment of the invention.

FIG. 35 shows an example of a user interface showing information aboutone or more geo-fencing devices, in accordance with an embodiment of theinvention.

FIG. 36 illustrates a UAV, in accordance with an embodiment of theinvention.

FIG. 37 illustrates a movable object including a carrier and a payload,in accordance with an embodiment of the invention.

FIG. 38 illustrates a system for controlling a movable object, inaccordance with an embodiment of the invention.

FIG. 39 shows different types of communications between UAVs andgeo-fencing devices, in accordance with an embodiment of the invention.

FIG. 40 shows an example of a system with multiple geo-fencing devices,each with a corresponding geo-fence identifier, in accordance with anembodiment of the invention.

FIG. 41 shows an example of a UAV system where an air control systeminteracts with multiple UAVs and multiple geo-fencing devices, inaccordance with an embodiment of the invention.

FIG. 42 shows an example of an environment with UAVs that may betraversing a flight path, and one or more geo-fencing devices within theenvironment

FIG. 43 provides an example of a device that may accept a user input tocontrol one or more geo-fencing devices, in accordance with anembodiment of the invention.

FIG. 44 provides an illustration of how geo-fencing devices may be usedwith private residence to restrict usage of UAVs, in accordance with anembodiment of the invention.

FIG. 45 provides illustrations of how geo-fencing devices may be usedfor containment of UAVs, in accordance with an embodiment of theinvention.

DETAILED DESCRIPTION OF THE INVENTION

Unmanned vehicles, such as unmanned aerial vehicles (UAVs) may beoperated in accordance with a safety system for improving flight safetythe unmanned vehicles. Any description herein of UAVs may apply to anytype of unmanned vehicle (e.g., air-based vehicles, land-based vehicles,water-based vehicles, or space-based vehicles). Flight control andauthentication systems and methods may be provided which may aid inmonitoring and controlling UAV usage. The systems may uniquely identifyvarious parties that are interacting (e.g., users, remote controllers,UAVs, geo-fencing devices). In some instances, an authentication processmay occur and only authorized parties may be permitted to operate theUAV. Flight regulations may be imposed on UAV operation, and mayoverride user manual controls. Geo-fencing devices may be used toprovide information regarding flight regulations or help with the flightregulation process. Geo-fencing devices may provide a physical referencefor one or more geo-fencing boundaries which may be associated with acorresponding set of flight regulations.

Flight safety challenges during use of UAVs may arise in a number ofdifferent forms. For example, traditionally, the flight of UAVs is notrestricted (e.g., UAVs may fly over somewhere it should be prohibited).For instance, UAVs may fly to sensitive areas without authorization,(e.g., airport, military base). Furthermore, UAVs may fly into thecourse of other aircrafts without authorization. UAVs may fly to theterritory of enterprise or individual without authorization, causingnoise pollution, personal injury and property damage. In some instances,UAVs may fly to a public area without authorization, and may causepersonal injury and property damage. Systems and methods provided hereinmay provide a set of flight regulations which may impose the necessaryrestrictions on the UAVs, which may be geographically based, temporalbased, and/or activity based. A UAV may automatically comply with theflight regulations without requiring input from a user. In someinstances, controls may be generated for the UAV based on flightregulations that may override manual input from a user.

Flight of UAVs may be controlled by a user with aid of one or moreremote controllers. In some instances, there is a potential risk of theflight being hijacked. A hijacker may interfere with instructions to theUAV from the authorized user. If a UAV receives and accepts counterfeitinstructions, it may perform an uncontrolled task and bring adverseconsequences. Systems and methods provided herein may identify whenhijacking is occurring. The systems and methods may alert a user whenthe hijacking occurs. The systems and methods may also cause the UAV totake an action in response to the detected hijacking, and may overridethe hijacker controls.

UAVs may carry various sensors onboard which may be used to acquiredata. Hackers may attempt to steal the acquired data. For instance, thedata of UAVs may be intercepted, or the data transmitted to groundthough remote wireless link may be monitored. Systems and methodsprovided herein may provide encryption and authentication so that onlyauthorized users can receive the data.

In another example of UAV flight safety challenges, UAVs may be misused.Traditionally, there are no warning measures, identifying measures orstopping measures for violations, particularly when UAV operators areintentionally misusing the UAVs. For example, UAVs may be used forillegal advertisements, unauthorized attack, or invading privacy (e.g.,unauthorized candid photography). Systems and methods provided hereinmay monitor usage, which may aid in identifying when misuse of a UAV isoccurring. The data may also be used to forensically track the partiesinvolved in the misuse or any related data. Systems and methods may alsobe provided that may warn a user or other entity when misuse isoccurring and/or override any controls that enable misuse.

While in operation, UAVs may be wirelessly transmitting or receivingdata. In some instances, UAVs may misuse wireless resources and/oraerial resources, which may result in a waste of public resource. Forinstance, UAVs may interfere with authorized communications, or stealbandwidth from other communications. The systems and methods providedherein may identify when such activities occur, and may provide an alertor prevent such interference from occurring.

Generally, a challenge exists in supervising operation of UAVs. As UAVsof different types become more commonplace for different types of usage,there traditionally is not an authorization system for UAV's flight. Itis difficult to differentiate abnormal flight from normal flight; todetect small scale UAVs; to visually detect UAVs in night flight; totrack and punish anonymous flight; and/or to associate a flight of UAVwith its user or owner in an undeniable way. Systems and methodsdescribed herein may perform one or more of these objectives.Identification data may be collected and authentication may occur of oneor more identifiers. While traditionally it may be difficult to providesafe control to lack of one or more of the following: safe channelbetween supervisor and owners or users of UAVs, direct warning oralerting mechanism, legal mechanism for a supervisor to take controlover, mechanism for UAV to differentiate supervisors from hijackers, andmeasures to forcibly stop illegal behavior of UAVs, systems and methodsprovided herein may provide one or more of these functions.

Similarly, a need exists for evaluation or rating mechanism for UAV'sperformance, capacity and permission. A further need exists forevaluation or examination mechanism for a UAV user's operation skillsand records. Systems and methods provided herein may advantageouslyprovide such types of evaluation. Optionally flight regulations may begenerated and implemented in accordance with the evaluation.

As described, traditional UAV systems do not have a security mechanismon fight safety for UAVs. For instance, there is no warning mechanismfor flight safety; no information sharing mechanism for flightenvironment; or emergency rescue mechanism. Flight safety systems andmethods described may perform one or more of the aforementionedfunctions.

System Overview

FIG. 1 shows an example of interactions between one or more users 110 a,110 b, 110 c and one or more UAVs 120 a, 120 b, 120 c. A user mayinteract with a UAV with aid of a remote controller 115 a, 115 b, 115 c.An authentication system may include memory storage 130 that may storeinformation about the users, remote controllers, and/or the UAVs.

A user 110 a, 110 b, 110 c may be an individual associated with a UAV.The user may be an operator of the UAV. The user may be an individualthat is authorized to operate the UAV. The user may provide input tocontrol the UAV. A user may provide input to control the UAV with aremote controller 115 a, 115 b, 115 c. A user may provide user inputthat controls flight of the UAV, operation of a payload of a UAV, astate of a payload relative to the UAV, operation of one or more sensorsof the UAV, operation of UAV communication, or other functions of theUAV. The user may receive data from the UAV. Data acquired using one ormore sensors of the UAV may be provided to the user, optionally via theremote controller. The user may be an owner of the UAV. The user may bea registered owner of the UAV. A user may be registered as beingauthorized to operate the UAV. The user may be a human operator. Theuser may be an adult or a child. The user may or may not haveline-of-sight with the UAV while operating the UAV. The user maydirectly communicate with the UAV using the remote controller.Alternatively, the user may indirectly communicate with the UAV(optionally, using the remote controller) over a network.

A user may have a user identifier (e.g., USER ID1, USER ID2, USER ID3, .. . ) that identifies the user. The user identifier may be unique to theuser. Other users may have different identifiers from user. A useridentifier may uniquely differentiate and/or distinguish the user fromother individuals. Each user may only be assigned a single useridentifier. Alternatively, a user may be able to register multiple useridentifiers. In some instances, a single user identifier may be assignedto only a single user. Alternatively, a single user identifier may beshared by multiple users. In preferable embodiments a one-to-onecorrespondence may be provided between a user and a corresponding useridentifier.

Optionally, a user may be authenticated as being an authorized user forthe user identifier. An authentication process may include averification of the user's identity. Examples of authenticationprocesses are described in greater detail elsewhere herein.

The UAV 120 a, 120 b, 120 c may be operable when powered on. The UAV maybe in flight, or may be in a landed state. The UAV may collect datausing one or more sensors (optionally, the payload may be a sensor). TheUAV may operate in response to controls from the user (e.g., manuallythrough a remote controller), autonomously (e.g., without requiring userinput), or semi-autonomously (e.g., may include some user input but mayalso include aspects that do not rely on user input). The UAV may becapable of responding to commands from a remote controller 115 a, 115 b,115 c. The remote controller may be not connected to the UAV, the remotecontroller may communicate with the UAV wirelessly from a distance. Theremote controller may accept and/or detect user input. The UAV may becapable of following a set of pre-programmed instructions. In someinstances, the UAV may operate semi-autonomously by responding to one ormore commands from a remote controller while otherwise operatingautonomously. For instance, one or more commands from a remotecontroller may initiate a sequence of autonomous or semi-autonomousactions by the UAV in accordance with one or more parameters. The UAVmay switch between being operated manually, autonomously, and/orsemi-autonomously. In some instances, the activities of the UAV may begoverned by one or more sets of flight regulations.

The UAV can have one or more sensors. The UAV may comprise one or morevision sensors such as an image sensor. For example, an image sensor maybe a monocular camera, stereo vision camera, radar, sonar, or aninfrared camera. The UAV may further comprise other sensors that may beused to determine a location of the UAV, such as global positioningsystem (GPS) sensors, inertial sensors which may be used as part of orseparately from an inertial measurement unit (IMU) (e.g.,accelerometers, gyroscopes, magnetometers), lidar, ultrasonic sensors,acoustic sensors, WiFi sensors. Various examples of sensors may include,but are not limited to, location sensors (e.g., global positioningsystem (GPS) sensors, mobile device transmitters enabling locationtriangulation), vision sensors (e.g., imaging devices capable ofdetecting visible, infrared, or ultraviolet light, such as cameras),proximity or range sensors (e.g., ultrasonic sensors, lidar,time-of-flight or depth cameras), inertial sensors (e.g.,accelerometers, gyroscopes, inertial measurement units (IMUs)), altitudesensors, attitude sensors (e.g., compasses) pressure sensors (e.g.,barometers), audio sensors (e.g., microphones) or field sensors (e.g.,magnetometers, electromagnetic sensors). Any suitable number andcombination of sensors can be used, such as one, two, three, four, five,or more sensors.

Optionally, the data can be received from sensors of different types(e.g., two, three, four, five, or more types). Sensors of differenttypes may measure different types of signals or information (e.g.,position, orientation, velocity, acceleration, proximity, pressure,etc.) and/or utilize different types of measurement techniques to obtaindata. For instance, the sensors may include any suitable combination ofactive sensors (e.g., sensors that generate and measure energy fromtheir own energy source) and passive sensors (e.g., sensors that detectavailable energy). As another example, some sensors may generateabsolute measurement data that is provided in terms of a globalcoordinate system (e.g., position data provided by a GPS sensor,attitude data provided by a compass or magnetometer), while othersensors may generate relative measurement data that is provided in termsof a local coordinate system (e.g., relative angular velocity providedby a gyroscope; relative translational acceleration provided by anaccelerometer; relative attitude information provided by a visionsensor; relative distance information provided by an ultrasonic sensor,lidar, or time-of-flight camera). The sensors onboard or off board theUAV may collect information such as location of the UAV, location ofother objects, orientation of the UAV, or environmental information. Asingle sensor may be able to collect a complete set of information in anenvironment or a group of sensors may work together to collect acomplete set of information in an environment. Sensors may be used formapping of a location, navigation between locations, detection ofobstacles, or detection of a target. Sensors may be used forsurveillance of an environment or a subject of interest. Sensors may beused to recognize a target object. The target object may bedistinguished from other objects in the environment.

The UAV may be an aerial vehicle. The UAV may have one or morepropulsion units that may permit the UAV to move about in the air. Theone or more propulsion units may enable the UAV to move about one ormore, two or more, three or more, four or more, five or more, six ormore degrees of freedom. In some instances, the UAV may be able torotate about one, two, three or more axes of rotation. The axes ofrotation may be orthogonal to one another. The axes of rotation mayremain orthogonal to one another throughout the course of the UAV'sflight. The axes of rotation may include a pitch axis, roll axis, and/oryaw axis. The UAV may be able to move along one or more dimensions. Forexample, the UAV may be able to move upwards due to the lift generatedby one or more rotors. In some instances, the UAV may be capable ofmoving along a Z axis (which may be up relative to the UAV orientation),an X axis, and/or a Y axis (which may be lateral). The UAV may becapable of moving along one, two, or three axes that may be orthogonalto one another.

The UAV may be a rotorcraft. In some instances, the UAV may be amulti-rotor craft that may include a plurality of rotors. The pluralityor rotors may be capable of rotating to generate lift for the UAV. Therotors may be propulsion units that may enable the UAV to move aboutfreely through the air. The rotors may rotate at the same rate and/ormay generate the same amount of lift or thrust. The rotors mayoptionally rotate at varying rates, which may generate different amountsof lift or thrust and/or permit the UAV to rotate. In some instances,one, two, three, four, five, six, seven, eight, nine, ten, or morerotors may be provided on a UAV. The rotors may be arranged so thattheir axes of rotation are parallel to one another. In some instances,the rotors may have axes of rotation that are at any angle relative toone another, which may affect the motion of the UAV.

The UAV shown may have a plurality of rotors. The rotors may connect tothe body of the UAV which may comprise a control unit, one or moresensors, processor, and a power source. The sensors may include visionsensors and/or other sensors that may collect information about the UAVenvironment. The information from the sensors may be used to determine alocation of the UAV. The rotors may be connected to the body via one ormore arms or extensions that may branch from a central portion of thebody. For example, one or more arms may extend radially from a centralbody of the UAV, and may have rotors at or near the ends of the arms. Inanother example, the UAV may include one or more arms that may includeone or more additional support members, which may have one, two, threeor more rotors attached thereon. For example, T-bar configurations maybe used to support rotors.

A vertical position and/or velocity of the UAV may be controlled bymaintaining and/or adjusting output to one or more propulsion units ofthe UAV. For example, increasing the speed of rotation of one or morerotors of the UAV may aid in causing the UAV to increase in altitude orincrease in altitude at a faster rate. Increasing the speed of rotationof the one or more rotors may increase the thrust of the rotors.Decreasing the speed of rotation of one or more rotors of the UAV mayaid in causing the UAV to decrease in altitude or decrease in altitudeat a faster rate. Decreasing the speed of rotation of the one or morerotors may decrease the thrust of the one or more rotors. When a UAV istaking off, the output may be provided to the propulsion units may beincreased from its previous landed state. When the UAV is landing, theoutput provided to the propulsion units may be decreased from itsprevious flight state. The UAV may be configured to take off and/or landin a substantially vertical manner.

A lateral position and/or velocity of the UAV may be controlled bymaintaining and/or adjusting output to one or more propulsion units ofthe UAV. The altitude of the UAV and the speed of rotation of one ormore rotors of the UAV may affect the lateral movement of the UAV. Forexample, the UAV may be tilted in a particular direction to move in thatdirection and the speed of the rotors of the UAV may affect the speed ofthe lateral movement and/or trajectory of movement. Lateral positionand/or velocity of the UAV may be controlled by varying or maintainingthe speed of rotation of one or more rotors of the UAV.

The UAV may be of small dimensions. The UAV may be capable of beinglifted and/or carried by a human. The UAV may be capable of beingcarried by a human in one hand.

The UAV may have a greatest dimension (e.g., length, width, height,diagonal, diameter) of no more than 100 cm. In some instances, thegreatest dimension may be less than or equal to 1 mm, 5 mm, 1 cm, 3 cm,5 cm, 10 cm, 12 cm, 15 cm, 20 cm, 25 cm, 30 cm, 35 cm, 40 cm, 45 cm, 50cm, 55 cm, 60 cm, 65 cm, 70 cm, 75 cm, 80 cm, 85 cm, 90 cm, 95 cm, 100cm, 110 cm, 120 cm, 130 cm, 140 cm, 150 cm, 160 cm, 170 cm, 180 cm, 190cm, 200 cm, 220 cm, 250 cm, or 300 cm. Optionally, the greatestdimension of the UAV may be greater than or equal to any of the valuesdescribed herein. The UAV may have a greatest dimension falling within arange between any two of the values described herein.

The UAV may be lightweight. For example, the UAV may weigh less than orequal to 1 mg, 5 mg, 10 mg, 50 mg, 100 mg, 500 mg, 1 g, 2 g, 3 g, 5 g, 7g, 10 g, 12 g, 15 g, 20 g, 25 g, 30 g, 35 g, 40 g, 45 g, 50 g, 60 g, 70g, 80 g, 90 g, 100 g, 120 g, 150 g, 200 g, 250 g, 300 g, 350 g, 400 g,450 g, 500 g, 600 g, 700 g, 800 g, 900 g, 1 kg, 1.1 kg, 1.2 kg, 1.3 kg,1.4 kg, 1.5 kg, 1.7 kg, 2 kg, 2.2 kg, 2.5 kg, 3 kg, 3.5 kg, 4 kg, 4.5kg, 5 kg, 5.5 kg, 6 kg, 6.5 kg, 7 kg, 7.5 kg, 8 kg, 8.5 kg, 9 kg, 9.5kg, 10 kg, 11 kg, 12 kg, 13 kg, 14 kg, 15 kg, 17 kg, or 20 kg. The UAVmay have a weight greater than or equal to any of the values describedherein. The UAV may have a weight falling within a range between any twoof the values described herein.

A UAV may have a UAV identifier (e.g., UAV ID1, UAV ID2, UAV ID3, . . .) that identifies the UAV. The UAV identifier may be unique to the UAV.Other UAVs may have different identifiers from the UAV. A UAV identifiermay uniquely differentiate and/or distinguish the UAV from other UAVs.Each UAV only be assigned a single UAV identifier. Alternatively,multiple UAV identifiers may be registered for a single UAV. In someinstances, a single UAV identifier may be assigned to only a single UAV.Alternatively, a single UAV identifier may be shared by multiple UAVs.In preferable embodiments a one-to-one correspondence may be providedbetween a UAV and a corresponding UAV identifier.

Optionally, a UAV may be authenticated as being an authorized UAV forthe UAV identifier. An authentication process may include a verificationof the UAV's identity. Examples of authentication processes aredescribed in greater detail elsewhere herein.

In some embodiments, a remote controller may have a remote controlleridentifier that identifies the remote controller. The remote controlleridentifier may be unique to the remote controller. Other remotecontrollers may have different identifiers from the remote controller. Aremote controller identifier may uniquely differentiate and/ordistinguish the remote controller from other remote controllers. Eachremote controller may only be assigned a single remote controlleridentifier. Alternatively, multiple remote controller identifiers may beregistered for a single remote controller. In some instances, a singleremote controller identifier may be assigned to only a single remotecontroller. Alternatively, a single remote controller identifier may beshared by multiple remote controllers. In preferable embodiments aone-to-one correspondence may be provided between a remote controllerand a corresponding remote controller identifier. Remote controlleridentifiers may or may not be associated with a corresponding useridentifier.

Optionally, a remote controller may be authenticated as being anauthorized remote controller for the remote controller identifier. Anauthentication process may include a verification of the remotecontroller's identity. Examples of authentication processes aredescribed in greater detail elsewhere herein.

A remote controller may be any type of device. The device may be acomputer (e.g., personal computer, laptop computer, server), mobiledevice (e.g., smartphone, cellular phone, tablet, personal digitalassistant), or any other type of device. The device may be a networkdevice capable of communicating over a network. The device comprise oneor more memory storage units which may include non-transitory computerreadable medium which may store code, logic or instructions forperforming one or more steps described elsewhere herein. The device mayinclude one or more processors that may individually or collectivelyexecute one or more steps in accordance with the code, logic, orinstructions of the non-transitory computer readable medium as describedherein. The remote controller may be handheld. The remote controller mayaccept inputs from a user via any user interactive mechanism. In oneexample, the device may have a touchscreen that may register a userinput when the user touches the screen, or swipes the screen. The devicemay have any other type user interactive component, such as a button,mouse, joystick, trackball, touchpad, pen, inertial sensors, imagecapturing device, motion capture device, or microphone. The device maysense when the device is tilted, which may affect operation of the UAV.The remote controller may be a single piece configured to perform thevarious functions of the remote controller described elsewhere herein.Alternatively, the remote controller may be provided as multiple piecesor components that may individually or collectively perform the variousfunctions of the remote controller as provided elsewhere herein.

An authentication system may include memory storage 130 that may storeinformation about the users, remote controllers, and/or the UAVs. Thememory storage may include one or more memory storage units. The one ormore memory storage units may be provided together or may distributedover a network and/or at different locations. In some instances, thememory storage may be a cloud storage system. The memory storage mayinclude one or more databases storing the information.

The information may include identification information about the users,remote controllers, and/or the UAVs. For example, the identification mayinclude user identifiers (e.g., USER ID1, USER ID2, USER ID3, . . . )and/or UAV identifiers (e.g., UAV ID1, UAV ID2, UAV ID3, . . . ). Remotecontroller identifiers may optionally be stored as well. The informationmay be stored in long-term memory storage, or may only be stored for ashort period. The information may be received and buffered.

FIG. 1 shows a scenario where various users 110 a, 110 b, 110 c may becontrolling corresponding UAVs 120 a, 120 b, 120 c. For instance, afirst user 110 a may control a first UAV 120 a with aid of a remotecontroller. A second user 110 b may control a second UAV 120 b with aidof a remote controller. A third user 110 c may control a third UAV 120 cwith aid of a remote controller. The users may be remote to one another.Alternatively, the users may operate the UAVs in the same region. Theusers may operate their corresponding UAVs at the same time, or mayoperate them at different times. The times of use may overlap. The usersand UAVs may be individually identifiable so that instructions from eachuser may only be accepted by the corresponding UAV, and not accepted byother UAVs. This may reduce the likelihood of interfering signals whenmultiple UAVs are in operation at the same time.

Each user may control the corresponding user's UAV. The user may bepre-registered with the UAV so that only the authorized user can controlthe corresponding UAV. The UAV may be pre-registered so the user canonly control the authorized UAV. The relationship and/or associationbetween the user and UAV may be known. Optionally, the relationshipand/or association between the UAV may be stored in memory storage 130.The user identifier may be associated with the corresponding UAV's UAVidentifier.

The memory storage unit may keep track of commands from the user to theUAV. The stored commands may be associated with a corresponding useridentifier of the user and/or UAV identifier of the UAV. Optionally, anidentifier for a corresponding remote controller may be stored as well.

The identities of the device or parties involved in the operation of theUAV may be authenticated. For example an identity of the user may beauthenticated. The user may be verified as the user associated with theuser identifier. The identity of the UAV may be authenticated. The UAVmay be verified as the UAV associated with the UAV identifier. Theidentity of the remote controller may optionally be authenticated. Theremote controller may be verified as the remote controller associatedwith a remote controller identifier.

FIG. 2 shows an example of an authentication system in accordance withan embodiment of the invention. The authentication system may be a UAVsafety system or may operate as part of a UAV safety system. Theauthentication system may provide improved UAV safety. Theauthentication system may authenticate a user, a UAV, a remotecontroller, and/or a geo-fencing device.

The authentication system may include an identification (ID)registration database 210. The ID registration database may incommunication with an authentication center 220. The authenticationsystem may be in communication with an air control system 230 that mayinclude a flight supervision module 240, flight regulation module 242,traffic management module 244, user access control module 246, and UAVaccess control module 248.

The ID registration database 210 may maintain identity information for auser 250 a, 250 b, 250 c and a UAV 260 a, 260 b, 260 c. The IDregistration database may assign a unique identifier to each user andeach UAV (Connection 1). The unique identifier may optionally be arandomly generated alphanumeric string, or any other type of identifierthat may uniquely identifier a user from other users, or a UAV fromother UAVs. The unique identifier may be generated by the IDregistration database or may be selected from a list of possibleidentifiers that remain unassigned. The ID registration database mayoptionally assign a unique identifier for a geo-fencing device and/orremote controller, or any other device that may be involved in the UAVsafety system. The identifiers may be used to authenticate the user,UAV, and/or the other device. The ID registration database may or maynot interact with one or more users, or one or more UAVs.

The authentication center 220 may provide authentication of an identityof a user 250 a, 250 b, 250 c or a UAV 260 a, 260 b, 260 c. Theauthentication center may optionally authentication an identity of ageo-fencing device and/or remote controller, or any other device thatmay be involved in the UAV safety system. The authentication center mayobtain information about the user and the UAV (and/or any other devicesinvolved in the UAV safety system) from the ID registration database 210(Connection 2). Further details about the authentication process areprovided elsewhere herein.

An air control system 230 may interact with the authentication center220. The air control system may obtain information, about the user andthe UAV (and/or any other devices involved in the UAV safety system)from the authentication center (Connection 4). The information mayinclude the user identifier and the UAV identifier. The information mayrelate to confirmation or identification of the user and/or UAVidentity. The air control system may be a management cluster that mayinclude one or more subsystems, such as a flight supervision module 240,flight regulation module 242, traffic management module 244, user accesscontrol module 246, and UAV access control module 248. The one or moresubsystems may be used for flight control, air traffic control, relevantauthorization, user and UAV access management, and other functions.

In one example, a flight supervision module/subsystem 240 may be used tomonitor flight of UAVs within an allocated airspace. The flightsupervision module may be configured to detect when one or more UAVsdeviate from a predetermined course. The flight supervision module maydetect when one or more UAVs perform an unauthorized action, or anaction that was not inputted by the user. The flight supervision modulemay also detect when one or more unauthorized UAVs enter an allocatedairspace. The flight supervision module may issue a warning or alert tothe unauthorized UAVs. The alert may be provided to a remote controllerof a user operating the unauthorized UAV. The alert may be issued in avisual manner, auditory manner, or tactile manner.

The flight supervision module may utilize data collected by one or moresensors on-board the UAV. The flight supervision module may utilize datacollected by one or more sensors off-board the UAV. The data may becollected by radar, photoelectric sensors, or acoustic sensors that mamonitor UAVs or other activity within an allocated airspace. The datamay be collected by one or more base stations, docks, battery stations,geo-fencing devices, or networks. The data may be collected bystationary devices. The stationary devices may or may not be configuredto physically interact with the UAVs (e.g., restore energy to the UAV,accept a delivery from a UAV, or provide repairs to the UAV). The datamay be provided from wired or wireless communications.

The air control system may further include a flight regulationmodule/subsystem 242. The flight regulation module may be configured togenerate and store one or more sets of flight regulations. Air trafficmanagement may be regulated based on a set of flight regulations.Generation of the flight regulations may include the creation of flightregulations from scratch, or may include selecting one or more sets offlight regulations from a plurality of sets of flight regulations. Thegeneration of flight regulations may include combining selected sets offlight regulations.

A UAV may operate in accordance with one or more sets of imposed flightregulations. The flight regulations may regulate any aspect of operationof the UAV (e.g., flight, sensors, communications, payload, navigation,power usage, items carried). For instance, the flight regulations maydictate where the UAV may or may not fly. The flight regulations maydictate when the UAVs may or may not fly in particular regions. Theflight regulations may dictate when data may be collected, transmittedand/or recorded by one or more sensors on-board the UAV. The flightregulations may dictate when a payload may be operational. For example,a payload may be an image capturing device, and the flight regulationsmay dictate when and when the image capturing device may be capturingimages, transmitting the images, and/or storing the images. The flightregulations may dictate how communications may occur (e.g., channels ormethods that may be used) or what types of communications may occur.

The flight regulation module may include one or more databases storinginformation pertaining to the flight regulations. For example the one ormore databases may store one or more locations where flight of a UAV isrestricted. The flight regulation module may store sets of flightregulations for multiple types of UAVs, and the sets of flightregulations may be associated with particular UAVs. It may be possibleto access a set of flight regulations associated with a specific type ofUAV from multiple types of UAVs.

The flight regulation module may approve or reject one or more flightplans of a UAV. In some instances, a flight plan including a proposedflight path for a UAV may be designated. The flight path may be providedin relation to the UAV and/or the environment. The flight path may beentirely defined (all points along the path are defined), semi-defined(e.g., may include one or more waypoints but the paths to get to thewaypoints may be variable), or not very defined (e.g., may include anend destination or other parameter, but the path to get there may not bedefined). The flight regulation module may receive the flight plans andmay approve or reject the flight plans. The flight regulation module mayreject the flight plans if they are in contradiction to a set of flightregulations for the UAV. The flight regulation module may suggestmodifications to the flight plans that may put them in compliance withthe set of flight regulations. The flight regulation module may generateor suggest a set of flight plans for the UAV that may comply with theset of flight regulations. A user may enter one or more parameters orgoals for a UAV mission, and the flight regulation modules may generateor suggest a set of flight plans that may meet the one or moreparameters while complying with the set of flight regulations. Examplesof parameters or goals for a UAV mission may include a destination, oneor more waypoints, timing requirements (e.g., overall time limit, timeto be at certain locations), maximum speeds, maximum accelerations, typeof data to be collected, type of image to be captured, any otherparameter or goal.

A traffic management module/subsystem 244 may be provided for the aircontrol system. The traffic management module may be configured toreceive a request for a resource from a user. Examples of resources mayinclude, but are not limited to, wireless resources (e.g., bandwidth,access to communication devices), locations or space (e.g., for a flightplan), time (e.g., for a flight plan), access to base stations, accessto docking stations, access to battery stations, access to delivery orpick-up points, or any other type of resource. The traffic managementmodule may be configured to plan a flight course for a UAV in responseto the request. The flight course may make use of the allocatedresources. The traffic management module may be configured to plan amission for the UAV, which may optionally include a flight course aswell as operation of any sensors or other devices on-board the UAV. Themission may utilize any of the allocated resources.

The traffic management module may be configured to adjust a missionbased on detected conditions in the allocated airspace. For instance,the traffic management module may adjust a predetermined flight pathbased on the detected conditions. Adjusting the flight path may includeadjusting an entirely predetermined flight path, adjusting a way-pointof a semi-defined flight path, or adjusting a destination of a flightpath. The detected conditions may include climate, changes in availableairspace, accidents, establishment of geo-fencing devices, or changes inflight regulations. The traffic management module may inform a user ofthe adjustment to the mission, such as an adjustment to the flight path.

A user 250 a, 250 b, 250 c may be an individual associated with the UAV260 a, 260 b, 260 c, such as a person operating the UAV. Examples ofusers and UAVs are described elsewhere herein. A communication channelmay be provided between a user and a corresponding UAV that may be userto control operation of the UAV (Connection 3). Controlling operation ofthe UAV may include controlling flight of the UAV, or any other portionsof the UAV as described elsewhere herein.

A communication channel (Connection 5) may be provided between the UAVsand the air control system, as the air control system may identify acondition, warn a user about the condition, and/or take over the UAV toameliorate the condition. The communication channel may also be usefulfor identity authentication when a user and/or UAV are undergoing to theauthentication process. Optionally, a communication channel may beestablished between the air control system and a remote controller of auser, and may provide some of the similar functionality. In systemsincluding geo-fencing devices, communication channels may be providedbetween the geo-fencing devices for identification/authentication and/orcondition identification, alert and/or takeover.

A communication channel (Connection 6) may be provided between the usersand the air control system, as the air control system may identify acondition, warn a user about the condition, and/or take over the UAV toameliorate the condition. The communication channel may also be usefulfor identity authentication when a user and/or UAV are undergoing to theauthentication process.

Optionally, Connection 1 may be a logic channel. Connection 2 andConnection 4 may be a network connection. For instance, Connection 2 andConnection 4 may be provided over a location area network (LAN), widearea network (WAN) such as the Internet, a telecommunications network, adata network, a cellular network, or any other type of network.Connection 2 and Connection 4 may be provided through indirectcommunications (e.g., over a network). Alternatively, they may beprovided through a direct communication channel. Connection 3,Connection 5, and Connection 6 may be a network connection, a mobileaccess network connection, provided via a remote controller or groundstation, or any other type of connection. They may be provided viaindirect communication channels or direct communication channels.

An authorized third party (such as an air control system, a geo-fencingsystem, etc.) can identify a corresponding UAV through theauthentication center according to its UAV identifier (ID) and obtainrelevant information (such as the UAV's configuration, its capacitylevel and security level). The security system may be able to handleUAVs of different types. UAVs of different types may have differentphysical characteristics (e.g., models, shapes, sizes, engine power,ranges, battery life, sensors, performance capabilities, payload,payload ratings or capacity) or may be used to perform differentmissions (e.g., surveillance, videography, communications, delivery).The UAVs of different types may have different security levels orpriorities. For example, UAVs of different types may be authorized toperform different activities. For instance, a UAV of a firstauthorization type may be authorized to enter a region that a UAV of asecond authorization type may be not be authorized to enter. UAV typesmay include different UAV types created by the same manufacturer ordesigner, or by different manufacturers or designers.

An authorized third party (such as an air control system, a geo-fencingsystem, etc.) can identify a corresponding user through theauthentication center according to a user identifier (ID) and obtainrelevant information. The security system may be able to handle users ofdifferent types. Users of different types may have different skilllevels, amounts of experience, associations with different types ofUAVs, authorization levels, or different demographic information. Forexamples, users with different levels of skills may be considered usersof different types. The users may undergo certification or testing toverify the user skill level. One or more other users may vouch for orverify the user's skill level. For instance, an instructor of the usermay verify the user's skill level. The user may alternativelyself-identify the user skill level. Users with different degrees ofexperience may be considered users of different types. For instance, theuser may log or certify certain number of hours of operation of a UAV,or number of missions flown using the UAV. Other users may verify orvouch for the degree of experience of the user. The user mayself-identify the amount of experience for the user. The user type maybe indicative of a level of training of the user. The skill level and/orexperience of the user may be general to UAVs. Alternatively, the skilllevel and/or experience of the user may be specific to UAV type. Forexample, a user may have a high skill level or great amount ofexperience with a first type of UAV while having a low skill level ornot much experience with a second type of UAV. Different users ofdifferent types may include users of different authorization types.Different authorization types may mean different sets of flightregulations may be imposed on different users. In some instances, someusers may have higher security levels than other users which may meanfewer flight regulations or restrictions are placed on the users. Insome instances, regular users may be differentiated from administrativeusers who may be able to takeover control from regular users. Regularusers may be differentiated from control entity users (e.g., members ofgovernment agencies, members of emergency services, such as lawenforcement). In some embodiments, administrative users may be controlentity users or may be differentiated from control entity users. Inanother example a parent may be able to take over flight control fromthe parent's child, or an instructor may be able to take over flightcontrol from a student. User type may be indicative of a class orcategory of a user in operating one or more types of UAVs. Other usertype information may be based on user demographics (e.g., location, age,etc.).

Similarly, any other device or party involved in the safety system mayhave its own type. For example, a geo-fencing identifier may beindicative of a geo-fencing device type, or a remote controlleridentifier may be indicative of a remote controller type.

A UAV in operation within the safety system may be assigned a UAV ID anda key. The ID and key may be assigned from the ID registration database.The ID and key may be globally unique and may optionally not be copied.A user operating a UAV within the safety system may be assigned a userID and a key. The ID and key may be assigned from the ID registrationdatabase. The ID and key may be globally unique and may optionally notbe copied.

A UAV and an air control system may have mutual authentication using theID and the key, thereby permitting operation of the UAV. In someinstances, the authentication may include obtaining a permit to fly in arestricted area. A user and an air control system may have mutualauthentication using the ID and the key, thereby permitting the user tooperate the UAV.

The key may be provided in various forms. In some embodiments, a UAV keymay be inseparable from the UAV. The key may be designed to prevent thekey from being stolen. The key may be implemented by a write-once memorywhich is not externally readable (e.g., encrypted chips), or by a cureduniversal subscriber identity module (USIM). In some instances, a userkey or a remote controller key may be inseparable from the user's remotecontroller. The key may be used by the authentication center toauthenticate the UAV, the user, and/or any other device.

The authentication system, as provided herein, may comprise anidentification registration database configured to store one or more UAVidentifiers that uniquely identify UAVs with respect to one another, andone or more user identifiers that uniquely identify users with respectto one another; an authentication center configured to authenticate anidentity of a UAV and an identity of a user; and an air control systemconfigured to receive a UAV identifier for the authenticated UAV and auser identifier for the authenticated user and provide a set of flightregulations based on at least one of: the authenticated UAV identifierand the authenticated user identifier.

The authentication system may be implemented using any hardwareconfiguration or set up known or later developed in the art. Forinstance, the ID registration database, the authentication center,and/or the air control system may be individually or collectivelyoperated using one or more servers. One or more subsystems of the aircontrol system, such as the flight supervision module, flight regulationmodule, traffic management module, user access control module, UAVaccess control module or any other module may be implemented using oneor more servers individually or collectively. Any description of serversmay apply to any other type of device. The device may be a computer(e.g., personal computer, laptop computer, server), mobile device (e.g.,smartphone, cellular phone, tablet, personal digital assistant), or anyother type of device. The device may be a network device capable ofcommunicating over a network. The device comprise one or more memorystorage units which may include non-transitory computer readable mediumwhich may store code, logic or instructions for performing one or moresteps described elsewhere herein. The device may include one or moreprocessors that may individually or collectively execute one or moresteps in accordance with the code, logic, or instructions of thenon-transitory computer readable medium as described herein.

The various components, such as the ID registration database, theauthentication center, and/or the air control system may be implementedon hardware at the same location or may be implemented at differentlocations. The authentication system components may be implemented usingthe same device or multiple devices. In some instances, acloud-computing infrastructure may be implemented in providing theauthentication system. Optionally, peer-to-peer (P2P) relationships maybe utilized by the authentication system.

The components may be provided off-board the UAV, on-board the UAV, orsome combination thereof. The components may be provided off-board aremote controller, on-board a remote controller, or some combinationthereof. In some preferable embodiments, the components may be providedoff-board the UAV and off-board the remote controller, and maycommunicate with the UAV (and/or other UAVs) and the remote controller(and/or other remote controllers). The components may communicatedirectly or indirectly with the UAV. In some instances, thecommunications may be relayed via another device. The other device maybe a remote controller, or another UAV.

Flight Regulations

Activity of a UAV may be governed in accordance with a set of flightregulations. A set of flight regulations may include one or more flightregulations. Various types and examples of flight regulations aredescribed herein.

Flight regulations may govern physical disposition of the UAV. Forinstance, the flight regulation may govern flight of the UAV, take-offof the UAV, and/or landing of the UAV. The flight regulation mayindicate areas of the surface over which the UAV may or may not fly, orvolumes in space where the UAV may or may not fly. The flightregulations may relate to position of the UAV (e.g., where the UAV islocated in space or over the underlying surface) and/or orientation ofthe UAV. In some examples, the flight regulations may prevent the UAVfrom flying within an allocated volume (e.g., airspace) and/or over anallocated region (e.g., underlying ground or water). The flightregulations may comprise one or boundaries within which the UAV is notpermitted to fly. In other examples, the flight regulations may onlypermit the UAV the fly within an allocated volume and/or over anallocated region. The flight regulations may comprise one or moreboundaries within which the UAV is permitted to fly. Optionally, theflight regulations may prevent the UAV from flying above an altitudeceiling that may be fixed or variable. In another instance, the flightregulations may prevent the UAV from flying beneath an altitude floorthat may be fixed or variable. The UAV may be required to fly at analtitude between the altitude floor and the altitude ceiling. In anotherexample, the UAV may not be able to fly within one or more ranges ofaltitude. For instance, the flight regulations may permit only a certainrange of orientations of the UAV, or may not permit certain range oforientations of the UAV. The range of orientations of the UAV may bewith respect to one, two, or three axes. The axes may be orthogonalaxes, such as yaw, pitch, or roll axes.

The flight regulations may govern movement of the UAV. For instance, theflight regulations may govern translational speed of the UAV,translational acceleration of the UAV, angular speed of the UAV (e.g.,about one, two, or three axes), or angular acceleration of the UAV(e.g., about one, two, or three axes). The flight regulations may set amaximum limit for the UAV translational speed, UAV translationalacceleration, UAV angular speed, or UAV angular acceleration. Thus, theset of flight regulations may comprise limiting flight speed and/orflight acceleration of the UAV. The flight regulations may set a minimumthreshold for UAV translational speed, UAV translational acceleration,UAV angular speed, or UAV angular acceleration. The flight regulationsmay require that the UAV move between the minimum threshold and themaximum limit. Alternatively, the flight regulations may prevent the UAVfrom moving within one or more translational speed ranges, translationalacceleration ranges, angular speed ranges, or angular accelerationranges. In one example, a UAV may not be permitted to hover within adesignated airspace. The UAV may be required to fly above a minimumtranslational speed of 0 mph. In another example, a UAV may not bepermitted to fly too quickly (e.g., fly beneath a maximum speed limit of40 mph). The movement of the UAV may be governed with respect to anallocated volume and/or over an allocated region.

The flight regulations may govern take-off and/or landing procedures forthe UAV. For instance, the UAV may be permitted to fly, but not land inan allocated region. In another example, a UAV may only be able totake-off in a certain manner or at a certain speed from an allocatedregion. In another example, manual take-off or landing may not bepermitted, and an autonomous landing or take-off process must be usedwithin an allocated region. The flight regulations may govern whethertake-off is allowed, whether landing is allowed, any rules that thetake-off or landing must comply with (e.g., speed, acceleration,direction, orientation, flight modes). In some embodiments, onlyautomated sequences for taking off and/or landing are permitted withoutpermitting manual landing or take-off, or vice versa. The take-offand/or landing procedures of the UAV may be governed with respect to anallocated volume and/or over an allocated region.

In some instances, the flight regulations may govern operation of apayload of a UAV. The payload of the UAV may be a sensor, emitter, orany other object that may be carried by the UAV. The payload may bepowered on or off. The payload may be rendered operational (e.g.,powered on) or inoperational (e.g., powered off). Flight regulations maycomprise conditions under which the UAV is not permitted to operate apayload. For example, in an allocated airspace, the flight regulationsmay require that the payload be powered off. The payload may emit asignal and the flight regulations may govern the nature of the signal, amagnitude of the signal, a range of the signal, a direction of signal,or any mode of operation. For example, if the payload is a light source,the flight regulations may require that the light not be brighter than athreshold intensity within an allocated airspace. In another example, ifthe payload is a speaker for projecting sound, the flight regulationsmay require that the speaker not transmit any noise outside an allocatedairspace. The payload may be a sensor that collects information, and theflight regulations may govern a mode in which the information iscollected, a mode about how information is pre-processed or processed, aresolution at which the information is collected, a frequency orsampling rate at which the information is collected, a range from whichthe information is collected, or a direction from which the informationis collected. For example, the payload may be an image capturing device.The image capturing device may be capable of capturing static images(e.g., still images) or dynamic images (e.g., video). The flightregulations may govern a zoom of the image capturing device, aresolution of images captured by the image capturing device, a samplingrate of the image capturing device, a shutter speed of the imagecapturing device, an aperture of the image capturing device, whether aflash is used, a mode (e.g., lighting mode, color mode, still vs. videomode) of the image capturing device, or a focus of the image capturingdevice. In one example, a camera may not be permitted to capture imagesin over an allocated region. In another example, a camera may bepermitted to capture images, but not capture sound over an allocatedregion. In another example, a camera may only be permitted to capturehigh-resolution photos within an allocated region and only be permittedto take low-resolution photos outside the allocated region. In anotherexample, the payload may be an audio capturing device. The flightregulations may govern whether the audio capture device is permitted tobe powered on, sensitivity of the audio capture device, decibel rangesthe audio capture device is able to pick up, directionality of the audiocapture device (e.g., for a parabolic microphone), or any other qualityof the audio capture device. In one example, the audio capture devicemay or may not be permitted to capture sound within an allocated region.In another example, the audio capture device may only be permitted tocapture sounds within a particular frequency range while within anallocated region. The operation of the payload may be governed withrespect to an allocated volume and/or over an allocated region.

The flight regulations may govern whether a payload can transmit orstore information. For instance, if the payload is an image capturingdevice, the flight regulations may govern whether images (still ordynamic) may be recorded. The flight regulations may govern whether theimages can be recorded into an on-board memory of the image capturedevice or a memory on-board the UAV. For instance, an image capturingdevice may be permitted to be powered on and showing captured images ona local display, but may not be permitted to record any of the images.The flight regulations may govern whether images can be streamedoff-board the image capture device or off-board the UAV. For instance,flight regulations may dictate that an image capture device on-board theUAV may be permitted to stream video down to a terminal off-board theUAV while the UAV is within an allocated airspace, and may not be ableto stream video down when outside the allocated airspace. Similarly, ifthe payload is an audio capture device, the flight regulations maygovern whether sounds may be recorded into an on-board memory of theaudio capture device or a memory on-board the UAV. For instance, theaudio capture device may be permitted to be powered on and play backcaptured sound on a local speaker, but may not be permitted to recordany of the sounds. The flight regulations may govern whether the imagescan be streamed off-board the audio capture device, or any otherpayload. The storage and/or transmission of collected data may begoverned with respect to an allocated volume and/or over an allocatedregion.

In some instances, the payload may be an item carried by the UAV, andthe flight regulations may dictate the characteristics of the payload.Examples of characteristics of the payload may include dimensions of thepayload (e.g., height, width, length, diameter, diagonal), weight of thepayload, stability of the payload, materials of the payload, fragilityof the payload, or type of payload. For instance, the flight regulationsmay dictate that the UAV may carry the package of no more than 3 lbswhile flying over an allocated region. In another example, the flightregulations may permit the UAV to carry a package having a dimensiongreater than 1 foot only within an allocated volume. Another flightregulation may permit a UAV to only fly for 5 minutes when carrying apackage of 1 lb or greater within an allocated volume, and may cause theUAV to automatically land if the UAV has not left the allocated volumewithin the 5 minutes. Restrictions may be provided on the type ofpayloads themselves. For example, unstable or potentially explosivepayloads may not be carried by the UAV. Flight restrictions may preventthe carrying of fragile objects by the UAV. The characteristics of thepayload may be regulated with respect to an allocated volume and/or overan allocated region.

Flight regulations may also dictate activities that may be performedwith respect to the item carried by the UAV. For instance, flightregulations may dictate whether an item may be dropped off within anallocated region. Similarly flight regulations may dictate whether anitem may be picked up from an allocated region. A UAV may have a roboticarm or other mechanical structure that may aid in dropping off orpicking up an item. The UAV may have a carrying compartment that maypermit the UAV to carry the item. Activities relating to the payload maybe regulated with respect to an allocated volume and/or allocatedregion.

Positioning of a payload relative to the UAV may be governed by flightregulations. The position of a payload relative to the UAV may beadjustable. Translational position of the payload relative to the UAVand/or orientation of the payload relative to the UAV may be adjustable.Translational position may be adjustable with respect to one, two, orthree orthogonal axes. Orientation of the payload may be adjustable withrespect to one, two, or three orthogonal axes (e.g., pitch axis, yawaxis, or roll axis). In some embodiments, the payload may be connectedto the UAV with a carrier that may control positioning of the payloadrelative to the UAV. The carrier may support the weight of the payloadon the UAV. The carrier may optionally be a gimbaled platform that maypermit rotation of the payload with respect to one, two, or three axesrelative to the UAV. One or more frame components and one or moreactuators may be provided that may effect adjustment of the positioningof the payload. The flight regulations may control the carrier or anyother mechanism that adjusts the position of the payload relative to theUAV. In one example, flight regulations may not permit a payload to beoriented facing downward while flying over an allocated region. Forinstance, the region may have sensitive data that it may not bedesirable for the payload to capture. In another example, the flightregulations may cause the payload to move translationally downwardrelative to the UAV while within an allocated airspace, which may permita wider field of view, such as panoramic image capture. The positioningof the payload may be governed with respect to an allocated volumeand/or over an allocated region.

The flight regulations may govern the operation of one or more sensorsof an unmanned aerial vehicle. For instance, the flight regulations maygovern whether the sensors are turned on or off (or which sensors areturned on or off), a mode in which information is collected, a modeabout how information is pre-processed or processed, a resolution atwhich the information is collected, a frequency or sampling rate atwhich the information is collected, a range from which the informationis collected, or a direction from which the information is collected.The flight regulations may govern whether the sensors can store ortransmit information. In one example, a GPS sensor may be turned offwhile a UAV is within an allocated volume while vision sensors orinertial sensors are turned on for navigation purposes. In anotherexample, audio sensors of the UAV may be turned off while flying over anallocated region. The operation of the one or more sensors may begoverned with respect to an allocated volume and/or over an allocatedregion.

Communications of the UAV may be controlled in accordance with one ormore flight regulations. For instance, the UAV may be capable of remotecommunication with one or more remote devices. Examples of remotedevices may include a remote controller that may control operation ofthe UAV, payload, carrier, sensors, or any other component of the UAV, adisplay terminal that may show information received by the UAV, adatabase that may collect information from the UAV, or any otherexternal device. The remote communications may be wirelesscommunications. The communications may be direct communications betweenthe UAV and the remote device. Examples of direct communications mayinclude WiFi, WiMax, radiofrequency, infrared, visual, or other types ofdirect communications. The communications may be indirect communicationsbetween the UAV and the remote device which may include one or moreintermediary device or network. Examples of indirect communications mayinclude 3G, 4G, LTE, satellite, or other types of communications. Theflight regulations may dictate whether remote communications are turnedon or off. Flight regulations may comprise conditions under which theUAV is not permitted to communicate under one or more wirelessconditions. For example, communications may not be permitted while theUAV is within an allocated airspace volume. The flight regulations maydictate a communication mode that may or may not be permitted. Forinstance, the flight regulations may dictate whether a directcommunication mode is permitted, whether an indirect communication modeis permitted, or whether a preference is established between the directcommunication mode and the indirect communication mode. In one example,only direct communications are permitted within an allocated volume. Inanother example, over an allocated region, a preference for directcommunications may be established as long as it is available, otherwiseindirect communications may be used, while outside the allocated region,no communications are permitted. The flight regulations may dictatecharacteristics of the communications, such as bandwidth used,frequencies used, protocols used, encryptions used, devices that aid inthe communication that may be used. For example, the flight regulationsmay only permit existing networks to be utilized for communications whenthe UAV is within a predetermined volume. The flight regulations maygovern communications of the UAV with respect to an allocated volumeand/or over an allocated region.

Other functions of the UAV, such as navigation, power usage andmonitoring, may be governed in accordance with flight regulations.Examples of power usage and monitoring may include the amount of flighttime remaining based on the battery and power usage information, thestate of charge of the battery, or the remaining amount of estimateddistance based on the battery and power usage information. For instance,the flight regulations may require that a UAV in operation within anallocated volume have a remaining battery life of at least 3 hours. Inanother example, the flight regulations may require that the UAV be atleast at a 50% state of charge when outside an allocated region. Suchadditional functions may be governed by flight regulations with respectto an allocated volume and/or over an allocated region.

The allocated volume and/or allocated region may be static for a set offlight regulations. For instance, boundaries for the allocated volumeand/or allocated region may remain the same over time for the set offlight regulations. Alternatively, the boundaries may change over time.For instance, an allocated region may be a school, and the boundariesfor the allocated region may encompass the school during school hours.After school hours, the boundaries may shrink or the allocated regionmay be removed. An allocated region at a nearby park where childrenparticipate in after-school activities may be created during the hoursafter school. The rules with respect to the allocated volume and/orallocated region may remain the same over time, or may change over timefor the set of flight regulations. Changes may be dictated by time ofday, day of the week, week of the month, month, quarter, season, year,or any other time-related factor. Information from a clock which mayprovide time of day, date, or other time-related information may be usedin effecting the changes in the boundaries or the rules. A set of flightregulations may have dynamic components in response to other factors, inaddition to time. Examples of other factors may include climate,temperature, detected light level, detected presence of individuals ormachines, environmental complexity, physical traffic (e.g., land-boundtraffic, pedestrian traffic, aerial vehicle traffic), wireless ornetwork traffic, detected degree of noise, detected movements, detectedheat signatures, or any other factor.

The allocated volume and/or allocated region may or may not beassociated with a geo-fencing device. A geo-fencing device may be areference point for an allocated volume and/or allocated region. Alocation of the allocated volume and/or allocated region may be providedbased on a location of the geo-fencing device, as described elsewhereherein. Alternatively, the allocated volume and/or region may beprovided without requiring a presence of a geo-fencing device. Forexample, a known coordinate for an airport may be provided, and used asa reference for the allocated volume and/or allocated region withoutrequiring a physical geo-fencing device at the airport. Any combinationof allocated volumes and/or regions, some of which may rely ongeo-fencing devices and some of which may not, may be provided.

The flight regulations may elicit any type of flight response measure bythe UAV. For instance, the UAV may change course. The UAV mayautomatically enter an autonomous or semi-autonomous flight control modefrom a manual mode, or may not respond to certain user inputs. The UAVmay permit another user to take over control of the UAV. The UAV mayautomatically land or take-off. The UAV may send an alert to a user. TheUAV may automatically slow down or speed up. The UAV may adjustoperation (which may include ceasing operation, or changing parameter ofoperation of) of a payload, carrier, sensor, communication unit,navigation unit, power regulation unit. The flight response measure mayhappen instantaneously, or may occur after a period of time (e.g., 1minute, 3 minutes, 5 minutes, 10 minutes, 15 minutes, 30 minutes). Theperiod of time may be a grace period for the user to react and exercisesome control over the UAV before the flight response measures kick in.For instance, if the user is approaching a flight restricted zone, theuser may be alerted and may change course of the UAV to exit the flightrestricted zone. If the user does not respond within the grace period,the UAV may be automatically landed within the flight restricted zone. AUAV may normally operate in accordance with one or more flight commandsfrom a remote controller operated by a remote user. The flight responsemeasures may override the one or more flight commands when the set offlight regulations and the one or more flight commands conflict. Forexample, if the user instructs the UAV to enter a no-fly zone, the UAVmay automatically alter course avoid the no-fly zone.

The set of flight regulations may include information about one or moreof the following: (1) an allocated volume and/or region over which theset of flight regulations may apply, (2) one or more rules (e.g., UAV,payload, carrier, sensor, communication module, navigation unit, powerunit operation) (3) one or more flight response measures (e.g., responseby the UAV, payload, carrier, sensor, communication module, navigationunit, power unit) to cause the UAV to conform with the rules, or (4)time or any other factor that may affect the allocated volume and/orregion, the rule, or the flight response measure. The set of flightregulations may include a single flight regulation, which may includeinformation about (1), (2), (3), and/or (4). The set of flightregulations may include multiple flight regulations which may eachinclude information about (1), (2), (3), and/or (4). Any types of flightregulations may be combined, and any combination of flight responsemeasures may occur in accordance with the flight regulations. One ormore allocated volumes and/or regions may be provided for a set offlight regulations. For example, a set of flight regulations may beprovided for a UAV, where the set of flight regulations does not permitthe UAV to fly within a first allocated volume, does permit the UAV tofly within the second allocated volume under an altitude ceiling butdoes not permit operation of a camera on-board the UAV, and only permitsthe UAV to record audio data within a third allocated volume. The UAVmay have flight response measures that may cause the UAV to comply withthe flight regulations. Manual operation of the UAV may be overridden tocause the UAV to comply with rules of the flight regulations. One ormore flight response measures may automatically occur to override manualinput by the user.

A set of flight regulations may be generated for a UAV. Generation ofthe set of flight regulations may include creating the flightregulations from scratch. Generation of the set of flight regulationsmay include selecting a set of flight regulations from a plurality ofavailable sets of flight regulations. Generation of the set of flightregulations may include combining features of one or more sets of flightregulations. For instance, generation of a set of flight regulations mayinclude determining elements, such as determining an allocated volumeand/or region, determining one or more rules, determining one or moreflight response measures, and/or determining any factors that may causeany of the elements to be dynamic. These elements may be generated fromscratch or may be selected from one or more pre-existing elementoptions. In some instances, flight regulations may be manually selectedby a user. Alternatively, the flight regulations may be selectedautomatically with aid of one or more processors, without requiringhuman intervention. In some instances, some user input may be provided,but one or more processors may make the final determination of theflight regulations in compliance with the user input.

FIG. 3 shows an example of one or more factors that may go intogeneration of a set of flight regulations. For instance, userinformation 310, UAV information 320, and/or geo-fencing deviceinformation 330 may go into generation of a set of flight regulations340. In some instances, only user information is considered, only UAVinformation is considered, only geo-fencing information is considered,only remote-control information is considered, or any number orcombination of these factors are considered in generating the set offlight regulations.

Additional factors may be considered in generating the set of flightregulations. These may include information about a local environment(e.g., environmental complexity, urban vs. rural, traffic information,climate information), information from one or more third party sources(e.g., government sources, such as the FAA), time-related information,user-inputted preferences, or any other factors.

In some embodiments, a set of flight regulations relating to aparticular geography (e.g., allocated volume, allocated region) may bethe same, regardless of user information, UAV information, geo-fencingdevice information, or any other information. For instance, all usersmay receive the same set of flight regulations. In another instance, allUAVs may receive the same set of flight regulations.

Alternatively, the set of flight regulations relating to a particularlygeography (e.g., allocated volume, allocated region) may be differentbased on user information, UAV information, and/or geo-fencing deviceinformation. User information may include information specific to anindividual user (e.g., user flight history, records of previous userflights) and/or may include user type (e.g., user skill category, userexperience category), as described elsewhere herein. UAV information mayinclude information specific to an individual UAV (e.g., UAV flighthistory, record of maintenance or accidents, unique serial number)and/or may include UAV type (e.g., UAV model, characteristics), asdescribed elsewhere herein.

A set of flight regulations may be generated based on a user identifierindicative of user type. A system for controlling an unmanned aerialvehicle (UAV) may be provided. The system may comprise: a firstcommunication module; one or more processors operably coupled to thefirst communication module and configured to individually orcollectively: receive a user identifier indicative of a user type usingthe first communication module or a second communication module;generate a set of flight regulations for the UAV based on the useridentifier; and transmit the set of flight regulations to the UAV usingthe first communication module or the second communication module.

A method for controlling an unmanned aerial vehicle (UAV) may comprise:receiving a user identifier indicative of a user type; generating, withaid of one or more processors, a set of a flight regulations for the UAVbased on the user identifier; and transmitting, with aid of acommunication module, the set of flight regulations to the UAV.Similarly, a non-transitory computer readable medium containing programinstructions for controlling an unmanned aerial vehicle (UAV) may beprovided, said computer readable medium comprising: program instructionsfor receiving a user identifier indicative of a user type; programinstructions for generating a set of a flight regulations for the UAVbased on the user identifier; and program instructions for generating asignal to transmit, with aid of a communication module, the set offlight regulations to the UAV.

A UAV may comprise: one or more propulsion units that effect flight ofthe UAV; a communication module configured to receive one or more flightcommands from a remote user; and a flight control unit configured togenerate flight control signals that are delivered to the one or morepropulsion units, wherein the flight control signals are generated inaccordance with a set of flight regulations for the UAV, wherein theflight regulations are generated based on a user identifier indicativeof user type of the remote user.

The user type may have any characteristic as described elsewhere herein.For instance, the user type may be indicative of a level of experienceof a user in operating the UAV, a level of training or certification ofthe user in operating the UAV, or a class of a user in operating one ormore types of UAVs. The user identifier may uniquely identify the userfrom other users. The user identifier may be received from a remotecontroller remote to the UAV.

The set of flight regulations is generated by selecting the set offlight regulations from a plurality of sets of flight regulations basedon the user identifier. The set of flight regulations is generated by anair control system off-board the UAV. The UAV may communicate with theair control system via a direct communication channel. The UAV maycommunicate with the air control system by being relayed through a useror a remote controller operated by the user. The UAV may communicatewith the air control system by being relayed through one or more otherUAVs.

A set of flight regulations may be generated based on a UAV identifierindicative of UAV type. A system for controlling an unmanned aerialvehicle (UAV) may be provided. The system may comprise: a firstcommunication module; one or more processors operably coupled to thefirst communication module and configured to individually orcollectively: receive a UAV identifier indicative of a UAV type usingthe first communication module or a second communication module;generate a set of flight regulations for the UAV based on the UAVidentifier; and transmit the set of flight regulations to the UAV usingthe first communication module or a second communication module.

In some embodiments, a method for controlling an unmanned aerial vehicle(UAV may comprise: receiving a UAV identifier indicative of a UAV type;generating, with aid of one or more processors, a set of a flightregulations for the UAV based on the UAV identifier; and transmitting,with aid of a communication module, the set of flight regulations to theUAV. Similarly, a non-transitory computer readable medium containingprogram instructions for controlling an unmanned aerial vehicle (UAV)may comprise: program instructions for receiving a UAV identifierindicative of a UAV type; program instructions for generating a set of aflight regulations for the UAV based on the UAV identifier; and programinstructions for generating a signal to transmit, with aid of acommunication module, the set of flight regulations to the UAV.

An unmanned aerial vehicle (UAV) may be provided, comprising: one ormore propulsion units that effect flight of the UAV; a communicationmodule configured to receive one or more flight commands from a remoteuser; and a flight control unit configured to generate flight controlsignals that are delivered to the one or more propulsion units, whereinthe flight control signals are generated in accordance with a set offlight regulations for the UAV, wherein the flight regulations aregenerated based on a UAV identifier indicative of UAV type of the remoteuser.

The UAV type may have any characteristic as described elsewhere herein.For instance, the UAV type may be indicative of a model of the UAV, aperformance capability of the UAV, or a payload of the UAV. The UAVidentifier may uniquely identify the UAV from other UAVs. The useridentifier may be received from a remote controller remote to the UAV.

The set of flight regulations may be generated based to encompass one ormore factors additional factors, such as those described elsewhereherein. For example, environmental conditions may be considered. Forinstance, a more restrictions may be provided if an environmentalcomplexity is high, while fewer restrictions may be provided if anenvironmental complexity is low. More restrictions may be provided if apopulation density is high, while fewer restrictions may be provided ifa population density is low. More restrictions may be provided if thereis a higher degree of traffic (e.g., air traffic or surface-basedtraffic), while fewer restrictions may be provided if there is a lowerdegree of traffic. In some embodiments, more restrictions may beprovided if an environmental climate has extreme temperatures, is windy,includes precipitation, or a potential for lightning than if theenvironmental climate has more moderate temperatures, has less wind,does not have precipitation, or little or no potential for lightning.

The set of flight regulations is generated by selecting the set offlight regulations from a plurality of sets of flight regulations basedon the UAV identifier. The set of flight regulations is generated by anair control system off-board the UAV. The UAV may communicate with theair control system via a direct communication channel. The UAV maycommunicate with the air control system by being relayed through a useror a remote controller operated by the user. The UAV may communicatewith the air control system by being relayed through one or more otherUAVs.

As previously described, various types of flight regulations may beprovided in a set of flight regulations. The flight regulations may bespecific to a UAV or user, or need not be specific to the UAV and/oruser.

FIG. 7 shows an illustration of a scenario incorporating multiple typesof flight regulations. Various regions may be provided. Boundaries maybe provided to define the regions. A set of flight regulations mayimpact one or more regions (e.g., the airspace above a two-dimensionalsurface region, or an airspace volume). The set of flight regulationsmay include one or more rules associated with one or zones.

In one example, a flight regulated zone 710 may be provided, acommunication regulated zone 720 may be provided, and a payload regulatezone 730 may be provided. A payload and communication regulated zone 750may be provided, as well as a non-regulated zone 760. The zones may haveboundaries of any shape or dimension. For example, a zone may have aregular shape, such as a circle, ellipse, oval, square, rectangle, anytype of quadrilateral, triangle, pentagon, hexagon, octagon, strip,curve, or so forth. The zone may have an irregular shape, which mayinclude convex or concave components.

A flight regulated zone 710 may impose one or more rules pertaining tothe disposition or movement of the UAV. The flight regulated zone mayimpose a flight response measure that may affect the flight of the UAV.For example, the UAV may only be able to fly at an altitude between analtitude floor and an altitude ceiling while within the flight regulatedzone, while flight restrictions are not imposed outside the flightregulated zone.

A payload regulation zone 720 may impose one or more rules pertaining tooperation or positioning of the payload of the UAV. The payloadregulated zone may impose a flight response measure that may affect thepayload of the UAV. For example, the UAV may not be able to captureimages using an image capturing device payload while within the payloadregulated zone, while the payload restrictions are not imposed outsidethe payload regulated zone.

A communication regulated zone 730 may impose one or more rulespertaining to operation of a communication unit of the UAV. Thecommunication regulation zone may impose a flight response measure thataffects operation of a communication unit of the UAV. For example, theUAV may not be able to transmit captured data but may be permitted toreceive flight control signals while in the communication regulatedzone, while the communication restrictions are not imposed outside thecommunication regulated zone.

A payload and communication regulated zone 750 may impose one or morerules pertaining to operation/positioning of the payload of the UAV andthe communication unit of the UAV. For example, the UAV may not be ableto store images captured by an image capturing device payload on-boardthe UAV, and may also not be able to stream or transmit the imagesoff-board the UAV while within the payload and communication regulatedregion, while such restrictions are not imposed outside the payload andcommunication regulated region.

One or more non-regulated zones may be provided. The non-regulated zonesmay be outside one or more boundaries, or may be within one or moreboundaries. While within a non-regulated zone, a user may retain controlover the UAV without automatic initiation of one or more flight responsemeasures. The user may be able to freely operate the UAV within thephysical limitations of the UAV.

One or more of the zones may overlap. For instance, a flight regulatedzone may overlap with a communication regulated zone 715. In anotherexample, a communication regulated zone may overlap with a payloadregulated zone 725. In another example, a flight regulated zone mayoverlap with the payload regulated zone 735. In some instances, theflight regulated zone, the communication regulated zone, and the payloadregulated zone may all overlap 740.

When multiple zones overlap, the rules from the multiple zones mayremain in place. For example, both the flight restrictions and thecommunication restrictions may remain in place in the overlapping zone.In some instances, the rules from the multiple zones may remain in placeas long as they are not conflicting with one another.

If there are conflicts between the rules, various rule responses may beimposed. For instance, the most restrictive set of rules may apply. Forexample, if a first zone requires that a UAV fly beneath 400 feet inaltitude, and a second zone requires that a UAV fly beneath 200 feet inaltitude, in the overlapping zone, the rule about flying beneath 200feet in altitude may apply. This may include mixing and matching a setof rules to form the most restrictive set. For example, if a first zonerequires that a UAV fly above 100 feet and beneath 400 feet, and asecond zone requires that a UAV fly above 50 feet and beneath 200 feet,the UAV may use the flight floor from the first zone and the flightceiling from the second zone to fly between 100 feet and 200 feet whilein the overlapping zone.

In another instance, hierarchy may be provided to the zones. The rulesfrom the zone higher up in the hierarchy may prevail, regardless ofwhether they are more or less restrictive than the rules in the zonelower in the hierarchy. The hierarchy may be dictated according to typeof regulation. For example, UAV positional flight regulations may rankhigher than communication regulations, which may rank higher thanpayload regulations. In other instances, rules about whether the UAV isnot permitted to fly within a particular zone may trump otherregulations for that zone. The hierarchy may be preselected orpre-entered. In some instances, a user providing a set of rules for thezones may indicate which zones are higher in the hierarchy than otherzones. For example, a first zone may require that a UAV fly beneath 400feet and that the payload be turned off. A second zone may require thatthe UAV fly beneath 200 feet and have no payload restrictions. If thefirst zone is higher in the hierarchy, the rules from the first zone maybe imposed, without imposing any of the rules from the second zone. Forinstance, the UAV may fly beneath 400 feet and have the payload turnedoff. If the second zone is higher in the hierarchy, the rules from thesecond zone may be imposed, without imposing any of the rules from thefirst zone. For instance, the UAV may fly beneath 200 feet and not haveany payload restrictions.

As previously described, a set of flight regulations may imposedifferent types of rules to the UAV while the UAV is in a zone. This mayinclude constraining payload usage based on the UAV location, orconstraining wireless communication based on the UAV location.

Aspects of the invention may be directed to a UAV payload controlsystem, comprising: a first communication module; and one or moreprocessors operably coupled to the first communication module andconfigured to individually or collectively: receive a signal indicativeof a location-dependent payload usage parameter using the firstcommunication module or a second communication module; and generate oneor more UAV operation signals that effects operation of a payload incompliance with the payload usage parameter.

A method for constraining payload usage for a UAV, said methodcomprising: receiving a signal indicative of a location-dependentpayload usage parameter; and generating, with aid of one or moreprocessors, one or more UAV operation signals that effects operation ofa payload in compliance with the payload usage parameter. Similarly, anon-transitory computer readable medium containing program instructionsfor constraining payload usage for a UAV may be provided, said computerreadable medium comprising: program instructions receiving a signalindicative of a location-dependent payload usage parameter; and programinstructions for generating one or more UAV operation signals thateffects operation of a payload in compliance with the payload usageparameter.

A UAV, in accordance with embodiments of the system, may comprise: apayload; a communication module configured to receive one or morepayload commands from a remote user; and a flight control unitconfigured to generate payload control signals that are delivered to thepayload or a carrier supporting the payload, wherein the payload controlsignals are generated in accordance with one or more UAV operationsignals, wherein the UAV operation signals are generated based on alocation-dependent payload usage parameter.

The payload usage parameter may restrict payload usage at one or morepredetermined locations. As previously described, the payload may be animage capture device, and the payload usage parameter can restrictoperation of the image capture device at one or more predeterminedlocations. The payload usage parameter may restrict recordation of oneor more images using the image capture device at one or morepredetermined locations. The payload usage parameter may restricttransmission of one or more images using the image capture device at oneor more predetermined locations. In other embodiments, the payload maybe an audio capture device, and the payload usage parameter restrictsoperation of the audio capture device at the one or more predeterminedlocations.

Alternatively or in combination, the payload usage parameter may permitpayload usage at one or more predetermined locations. When the payloadis an image capture device, and the payload usage parameter may permitsoperation of the image capture device at one or more predeterminedlocations. The payload usage parameter may permit recordation of one ormore images using the image capture device at one or more predeterminedlocations. The payload usage parameter may permit transmission of one ormore images using the image capture device at one or more predeterminedlocations. The payload may be an audio capture device, and the payloadusage parameter may permit operation of the audio capture device at theone or more predetermined locations.

The one or more processors may be further configured to individually orcollectively: receive a signal indicative of a location of the UAV usingthe first communication module or a second communication module; andcompare the location of the UAV with the location-dependent payloadusage parameter and determine whether the UAV is located at a locationthat restricts or permits operation of the payload. The location may bea flight-restricted zone. The flight-restricted zone may be determinedby regulators. The flight-restricted zone may be within a predetermineddistance from an airport, a public gathering place, government property,military property, a school, a private residence, a power plant, or anyother area that may be designated as a flight restricted zone. Thelocation may remain stationary over time, or may change over time.

The signal indicative of the location-dependent payload usage parametermay be received from a control entity. The control entity is aregulator, international organization, or a corporation, or any othertype of control entity as described elsewhere herein. The control entitymay be a global agency, such as any of the agencies and organizationsdescribed elsewhere herein. The control entity may be a source off-boardor on-board the UAV. The control entity may be an air control systemoff-board the UAV, or any other portion of an authentication systemoff-board the UAV. The control entity may be a database, which is storedin a memory of the UAV, or may be stored off-board the UAV. The databasemay be configured to be updatable. The control entity may be atransmitting device, which is positioned at a location that restricts orpermits operation of the payload. In some instances, the control entitymay be a geo-fencing device, as described elsewhere herein. In someembodiments, the signal may be sent based on a user identifierindicative of a user of said UAV, and/or a UAV identifier indicative ofsaid UAV type.

An aspect of the invention may be directed to a UAV communicationcontrol system, comprising: a first communication module; and one ormore processors operably coupled to the first communication module andconfigured to individually or collectively: receive a signal indicativeof a location-dependent communication usage parameter using the firstcommunication module or a second communication module; and generate oneor more UAV operation signal that effects operation of a UAVcommunication unit in compliance with the communication usage parameter.

Furthermore, methods for constraining wireless communication for a UAVis provided, comprising: receiving a signal indicative of alocation-dependent communication usage parameter; and generating, withaid of one or more processors, one or more UAV operation signals thateffects operation of a communication unit in compliance with thecommunication usage parameter. Similarly a non-transitory computerreadable medium containing program instructions for constrainingwireless communication for an unmanned aerial vehicle (UAV) may beprovided, said computer readable medium comprising: program instructionsreceiving a signal indicative of a location-dependent communicationusage parameter; and program instructions for generating one or more UAVoperation signals that effects operation of a communication unit incompliance with the communication usage parameter.

Additional aspects of the invention may include a UAV comprising: acommunication unit configured to receive or transmit wirelesscommunications; and a flight control unit configured to generatecommunication control signals that are delivered to the communicationunit to effect operation of the communication unit, wherein thecommunication control signals are generated in accordance with one ormore UAV operation signals, wherein the UAV operation signals aregenerated based on a location-dependent communication usage parameter.

The communication usage parameter may restrict wireless communicationusage at one or more predetermined locations. The wirelesscommunications may be direct communications. The wireless communicationsmay comprise radiofrequency communications, WiFi communications,Bluetooth communications, or infrared communications. The wirelesscommunications may be indirect communications. The wirelesscommunications may comprise 3G, 4G, or LTE communications. Thecommunication usage may be restricted by not permitting any wirelesscommunications. The communication usage may be restricted by permittingwireless communication usage only within selected frequency bands. Thecommunication usage may be restricted by permitting wirelesscommunication usage only when it does not interference with higherpriority communications. In some instances, all other pre-existingwireless communications may be of higher priority than the UAVcommunications. For instance, if the UAV is in flight within aneighborhood, the various wireless communications occurring within theneighborhood may be considered of higher priority. In some instances,certain types of communications may be considered communications ofhigher priority—e.g., emergency service communications, government orofficial communications, medical device or service communications, etc.Alternatively or in combination, the communication usage parameter maypermit wireless communication usage at one or more predeterminedlocations. For example, indirect communications may be permitted withina specified region, while direct communications are not permitted.

The one or more processors may be further configured to individually orcollectively: receive a signal indicative of a location of the UAV usingthe first communication module or a second communication module; andcompare the location of the UAV with the location-dependentcommunication usage parameter and determine whether the UAV is locatedat a location that restricts or permits operation of the communicationunit. The location may be a communications-restricted zone. Thecommunications-restricted zone may be determined by regulators or byprivate individuals. The flight-restricted zone may be within apredetermined distance from a private residence, an airport, a publicgathering place, government property, military property, a school, apower plant, or any other area that may be designated as a flightrestricted zone. The location may remain stationary over time, or maychange over time.

The location may depend on existing wireless communications within aregion. For instance, if operation of the communication unit wouldinterfere with one or more existing wireless communications within aparticular region, the region may be identified as acommunication-restricted region. The operation of a UAV communicationunit in compliance with the communication usage parameter may reduceelectromagnetic or audio interference. For instance, if surroundingelectronics are being used, certain operations of the UAV communicationunit may interfere with them, e.g., interfere with their wirelesssignals. The operation of the UAV communication unit in compliance withthe communication sage parameter may reduce or remove interference. Forinstance, the operation of the UAV communication unit within a limitedfrequency band may not interfere with surrounding electronic deviceoperations or communications. In another instance, the ceasing ofoperation of the UAV communication unit within a region may preventinterference with surrounding electronic device operations orcommunications.

The signal indicative of the location-dependent communication usageparameter may be received from a control entity. The control entity is aregulator, international organization, or a corporation, or any othertype of control entity as described elsewhere herein. The control entitymay be a global agency, such as any of the agencies and organizationsdescribed elsewhere herein. The control entity may be a source off-boardor on-board the UAV. The control entity may be an air control systemoff-board the UAV, or any other portion of an authentication systemoff-board the UAV. The control entity may be a database, which is storedin a memory of the UAV, or may be stored off-board the UAV. The databasemay be configured to be updatable. The control entity may be atransmitting device, which is positioned at a location that restricts orpermits operation of the payload. In some instances, the control entitymay be a geo-fencing device, as described elsewhere herein. In someembodiments, the signal may be sent based on a user identifierindicative of a user of said UAV, and/or a UAV identifier indicative ofsaid UAV type.

Identification Module

A UAV may include one or more propulsion units that may propel the UAV.In some instances, the propulsion units may include rotor assemblies,which may include one or more motors driving rotation of one or morerotor blades. A UAV may be multi-rotor UAV which may include a pluralityof rotor assemblies. The rotor blades, when rotating, may provide apropulsive force, such as lift, to the UAV. Various rotor blades of theUAV may rotate at the same speed or at different speeds. Operation ofthe rotor blades may be used to control flight of the UAV. Operation ofthe rotor blades may be used to control take-off and/or landing of theUAV. Operation of the rotor blades may be used to control maneuvering ofthe UAV in an airspace.

A UAV may include a flight control unit. The flight control unit maygenerate one or more signals that may control operation of the rotorassemblies. The flight control unit may generate one or more signalsthat control operation of one or more motors of the rotor assemblies,which may in turn affect the speed of rotation of the rotor blades. Theflight control unit may receive data from one or more sensors. The datafrom the sensors may be used to generate the one or more flight controlsignals to the rotor assemblies. Examples of sensors may include, butare not limit to, GPS units, inertial sensors, vision sensors,ultrasonic sensors, heat sensors, magnetometers, or other types ofsensors. The flight control unit may receive data from a communicationunit. The data from the communication unit may include commands from auser. The commands from the user may be inputted via a remote controllerthat may be transmitted to the UAV. The data from the communication unitand/or sensors may include detection of a geo-fencing device orinformation transmitted from a geo-fencing device. The data from thecommunication unit may be used to generate the one or more flightcontrol signals to the rotor assemblies.

In some embodiments, a flight control unit may control other functionsof the UAV instead of, or in addition to, flight. The flight controlunit may control operation of the payload on-board the UAV. For example,the payload may be an image capturing device, and the flight controlunit may control operation of the image capturing device. The flightcontrol unit may control positioning of a payload on-board the UAV. Forexample, a carrier may support a payload, such as an image capturingdevice. The flight control unit may control operation of the carrier tocontrol positioning of the payload. The flight control unit may controloperation of one or more sensors on-board the UAV. This may include anyof the sensors described elsewhere herein. The flight control unit maycontrol communications of the UAV, navigation of the UAV, power usage ofthe UAV, or any other function on-board the UAV.

FIG. 4 shows an example of a flight control unit, in accordance with anembodiment of the invention. The flight control module 400 may includean identification module 410, one or more processors 420, and one ormore communication modules 430. In some embodiments, the flight controlmodule of a UAV may be a circuit board which may comprise one or morechips, such as one or more identification chips, one or more processorchips, and/or one or more communication chips.

The identification module 410 may be unique to the UAV. Theidentification module may be able to uniquely identify and differentiatethe UAV from other UAVs. The identity module may comprise a UAVidentifier and a key of the UAV.

The UAV identifier stored in the identification module may not bealtered. The UAV identifier may be stored in the identification modulein an unalterable state. The identification module may be a hardwarecomponent that stores a unique UAV identifier for the UAV in a mannerthat prevents a user from altering the unique identifier.

The UAV key may be configured to provide authentication verification ofthe UAV. The UAV key may be unique to the UAV. The UAV key may be analphanumeric string that may be unique to the UAV, and may be stored inthe identification module. The UAV key may be randomly generated.

The UAV identifier and the UAV key may be used in combination toauthenticate the UAV and permit operation of the UAV. The UAV identifierand the UAV key may be authenticated using an authentication center. Theauthentication center may be off-board the UAV. The authenticationcenter may be part of authentication system as described elsewhereherein (e.g., authentication center 220 in FIG. 2).

The UAV identifier and the UAV key may be issued by an ID registrationdatabase, as described elsewhere herein (e.g., ID registration module210 in FIG. 2). The ID registration database may be off-board the UAV.The identification module may be configured to receive the UAVidentifier and UAV key once, and not alter either after the initialreceipt. Thus, the UAV identifier and the UAV key may be inalterableonce it has been determined. In other instances, the UAV identifier andthe key may be fixed upon receipt, and may never be written.Alternatively, the UAV identifier and the UAV key may only be modifiedby an authorized party. A regular operator of the UAV may not be able toalter or modify the UAV identifier and the UAV key in the identificationmodule.

In some instances, the ID registration database may issue identificationmodule itself, which may be manufactured into the UAV. The IDregistration database may issue the identifiers prior to, orconcurrently with manufacture of the UAV. The ID registration databasemay issue the identifiers before the UAVs are sold or distributed.

The identification module may be implemented as a USIM. Theidentification module may be a write-once memory. The identificationmodule may optionally not be externally readable.

The identification module 410 may be inseparable from the flight controlunit 400. The identification module may not be removed from the rest ofthe flight control unit without damaging a function of the flightcontrol unit. The identification module may not be removed from the restof the flight control unit by an unaided hand. An individually may notmanually remove the identification module from the flight control unit.

A UAV may comprise a flight control unit configured to control operationof the UAV; and an identification module integrated into said flightcontrol unit, wherein the identification module uniquely identifies theUAV from other UAVs. A method of identifying a UAV may be provided, saidmethod comprising: controlling operation of the UAV using a flightcontrol unit; and uniquely identifying the UAV from other UAVs using anidentification module integrated into said flight control unit.

The identification module may be physically joined or attached to theflight control unit. The identification module may be integrated intothe flight control unit. For instance, the identification module may bea chip welded onto a circuit board of the flight control unit. Variousphysical technologies may be employed to prevent separation of theidentification module from the rest of the flight control unit.

System-in-package (SIP) technology may be employed. For instance,multiple functional chips, including the processor, communicationmodule, and/or identification module may be integrated in one package,thereby performing a complete function. If an identification module isto be divided out, other modules in the package will be destroyed,leading to a UAV that is disabled.

FIG. 5 shows an additional example of a flight control unit 500, inaccordance with an embodiment of the invention. A possible configurationutilizing SIP technology is illustrated. An identification module 510and a processor 520 may be packaged in the same chip. The identificationmodule may not be separated from the processor, and any attempt toremove the identification module would result in removal or damage ofthe processor, which would result in damage of the flight control unit.The identification module may be integrated with one or more othercomponents of the flight control unit within one package in the samechip. In other examples, the identification module may be packaged inthe same chip as the communication module 530. In some instances, theidentification module, processor, and communication module may all bepackaged within one chip.

Chip-on-board (COB) packaging may be employed. Naked chips may beadhered to an interconnection substrate with conductive ornon-conductive adhesive. Then, wire bonding may be performed to achievetheir electrical connection, also known as soft encapsulation. Theidentification module may be welded onto a circuit board of the flightcontrol unit. After COB packaging, once an identification module iswelded on a circuit board, it can not be taken out as a whole. Attemptsto physically remove the identification module will result in damage tothe circuit board or other portions of the flight control unit.

Software may be used to make sure that the identification module isinseparable from the rest of the flight control unit of the UAV. Forexample, each UAV may be implemented with a software versioncorresponding to its identification module. In other words, there may bea one to one correspondence between software versions and identificationmodules. The software version may be unique or substantially unique tothe UAV. Regular operation of the software may require obtaining the UAVkey stored in the identification module. The software version may notoperate without the corresponding UAV key. If the identification moduleis altered or removed, then the software of the UAV cannot operateproperly.

In some embodiments, the identification module may be issued by acontrol entity. A control entity may be any entity that exercises someform of authority for identifying the UAVs or over the UAVs. In someinstances, the control entity may be a government agency or an operatorauthorized by the government. The government may be a nationalgovernment, state/province government, city government, or any form ofregional government. The control entity may be a government agency, suchas the Federal Aviation Administration (FAA), Federal Trade Commission(FTC), Federal Communications Commission (FCC), NationalTelecommunications and Information Administration (NTIA), Department ofTransportation (DoT), or Department of Defense (DoD). The control entitymay be a regulator. The control entity may be a national or aninternational organization or corporation. The control entity may be amanufacturer of the UAV or a distributor of the UAV.

FIG. 6 shows an example of a flight control unit which tracksidentification of chips on the flight control unit, in accordance withembodiments of the invention. The flight control unit 600 may have anidentification module 610 and one or more other chips (e.g., chip1 620,chip2 630, . . . ). The identification module may have a unique UAVidentifier 612, a chip record 614 and one or more processors 616.

The identification module 610 may be inseparable from the rest of theflight control unit 600. Alternatively, the identification module may beremovable from the flight control unit. The identification module mayuniquely identify the UAV from other UAVs through the unique UAVidentifier 612.

The identification module may include a chip record 614 that may storerecords of the one or more surrounding chips 620, 630. Examples of otherchips may include one or more processing chips, communication chips, orany other types of chips. The chip record may store any type of dataabout the one or more surrounding chips, such as types of surroundingchips (e.g., model), information about the chip manufacturer, serialnumber for the chips, performance characteristics of the chips, or anyother data about the chips. The records may be unique to the particularchip, unique to the type of chip, and/or may include parameters that arenot necessarily unique to the chip or types of chip. The chip record maybe a memory unit.

When a UAV is started, the identification module may start aself-examination, which may gather information about the surroundingchips and compare the gathered information with the information storedin the chip record. One or more processors 616 of the identificationmodule may be used to perform the comparison. The identification modulemay check whether or not the surrounding chips are consistent with itsinternal chip record, thereby distinguishing if it has beentransplanted. For instance, if the currently collected informationduring the self-examination matches the initial chip record, then thereis a high likelihood that the identification module has not beentransplanted. If the currently collected information during theself-examination procedure does not match the initial chip record, thenthere is a high likelihood that the identification module has beentransplanted. An indication whether the identification module has beentransplanted, or the likelihood that a transplant has occurred, may beprovided to a user or another device. For instance, an alert may be sentto a user device, or to a control entity, when the initial chip recorddoes not match the surrounding chip information upon self-examination.

In some embodiments, the chip record information may not be changed. Thechip record information may be a write-once memory. The chip record mayinclude information about the surrounding one or more chips that werecollected the very first time the UAV was turned on. The informationabout the surrounding chips may be hard-wired into the chip record. Theinformation about the surrounding chips may be provided by themanufacturer and built into the chip record. In some instances, the chiprecord may be externally unreadable.

In alternative embodiments, the chip record information may be changed.The chip record information may be updated whenever a self-examinationprocedure occurs. For instance, information about the surrounding chipsmay be used to supplant or supplement the existing records about thesurrounding chips. A comparison may be made between the initial chiprecord and chip information gathered during self-examination. If nochange is detected, then there is a high likelihood that theidentification module has not been transplanted. If a change isdetected, then there is a high likelihood that the identification modulehas been transplanted. Similarly, an indication may be provided whethera transplant has occurred.

For example, an initial chip record may include records that show twosurrounding chips, one which is Model X with Serial No. ABCD123, andanother which is Model Y with Serial Number DCBA321. A self-examinationprocedure may occur. During the self-examination procedure, informationmay be gathered about surrounding chips, which may show two chips, oneof which is Model X with Serial No. 12345FG, and another which is ModelS with Serial No. HIJK987. Since the data does not match, a highlikelihood may be provided that the identification module has beentransplanted. The initial identification module, which would haverecorded Model X with Serial No. 12345FG and Model S with Serial No.HIJK987 in the chip record may have been removed. The initialidentification module may have been supplanted by a new identificationmodule, which was taken from a different UAV, where the flight controlunit of the different UAV had chips that were Model X with Serial No.ABCD123, and Model Y with Serial Number DCBA321. The initial chip recordmay include record of the surrounding chips from the UAV from initialmanufacturer or configuration of the UAV, or from the previous operationof the UAV. Either way, a disparity may be indicative that theidentification module has been transplanted for that UAV since theinitial manufacture or configuration, or since the previous operation.

Accordingly, a UAV may be provided comprising: a flight control unitconfigured to control operation of the UAV, wherein the flight controlunit comprises an identification module and a chip, wherein theidentification module is configured to (1) uniquely identify the UAVfrom other UAVs, (2) comprise an initial record of the chip, and (3)gather information about the chip subsequent to comprising the initialrecord of the chip, wherein the identification module is configured toundergo a self-examination procedure that compares the gatheredinformation about the chip with the initial record of the chip, andwherein the identification module is configured to provide an alert whenthe gathered information about the chip is inconsistent with the initialrecord of the chip.

A method of identifying a UAV may comprise: controlling operation of theUAV using a flight control unit, wherein the flight control unitcomprises an identification module and a chip; uniquely identifying theUAV from other UAVs using the identification module, wherein theidentification module comprises an initial record of the chip; gatheringinformation about the chip subsequent to comprising the initial recordof the chip; comparing, using the identification module, the gatheredinformation about the chip with the initial record of the chip, therebyundergoing a self-examination procedure; and providing an alert when thegathered information about the chip is inconsistent with the initialrecord of the chip.

The chip record may be an integral part of the identification module.The chip record may be inseparable from the rest of the identificationmodule. In some instances, the chip record can not be removed from theidentification module without damaging the identification module and/orthe rest of the flight control unit.

Self-examination may automatically occur without any user input. Theself-examination procedure may be automatically initiated when the UAVis powered on. For instance, once the UAV is turned on, theself-examination procedure may take place. The self-examinationprocedure may be automatically initiated when the UAV starts flight. Theself-examination procedure may be automatically initiated when the UAVis powering down. The self-examination procedure may be automaticallyinitiated periodically during operation of the UAV (e.g., at regular orirregular time intervals). The self-examination procedure may also occurin response to a detected event, or in response to user input.

In some embodiments, an authentication system may be involved in issuingan identification module. The authentication system may issue thephysical identification module, or data that may be provided in theidentification module. The ID registration module and/or theauthentication center may be involved in issuing the identificationmodule. A control agency may be involved in implementing theauthentication system. A control entity may be involved in issuing theidentification module. The control entity may be a specific governmentalagency or an operator authorized by the government, or any other type ofcontrol entity as described elsewhere herein.

In order to prevent the UAV from being illegally refitted (e.g., with anew identification module or a new identifier), the authenticationsystem (e.g., authentication center) may require the UAV to be examinedperiodically. Once the UAV has qualified and no tampering is detected,the authentication process may continue. The authentication process mayuniquely identify the UAV and confirm that the UAV is the actual UAVthat is identified by the identifier.

Identification for Operation

A user of a UAV may be uniquely identified. The user may be uniquelyidentified with aid of a user identifier. The user identifier mayuniquely identify the user and may differentiate the user from otherusers. A user may be an operator of the UAV. A user may be an individualcontrolling the UAV. The user may be controlling flight of the UAV,controlling a payload operation and/or placement of the UAV, controllingcommunications of the UAV, controlling one or more sensors of the UAV,controlling navigation of the UAV, controlling power usage of the UAV,or controlling any other function of the UAV.

A UAV may be uniquely identified. The UAV may be identified with aid ofa UAV identifier. The UAV identifier may uniquely identify the UAV andmay differentiate the UAV from other UAVs.

In some instances, users may be authorized to operate the UAV. One ormore individual users may need to be identified prior to being able tooperate the UAV. In some instances, all users, when identified, may beauthorized to operate the UAV. Optionally, only a select group of users,when identified, may be authorized to operate the UAV. Some users maynot be authorized to operate the UAV.

FIG. 8 shows a process of considering whether a user is authorized tooperate a UAV before permitting operation of the UAV by the user. Theprocess may include receiving a user identifier 810 and receiving a UAVidentifier 820. A determination may be made whether the user isauthorized to operate the UAV 830. If the user is not authorized tooperate the UAV, the user is not permitted to operate the UAV 840. Ifthe user is authorized to operate the UAV, the user is permitted tooperate the UAV 850.

A user identifier may be received 810. The user identifier may bereceived from a remote controller. The user identifier may be receivedfrom a user input. The user identifier may be pulled from a memory basedon the user input. The user input may optionally be provided to theremote controller, or another device. A user may log-in or undergo anyauthentication procedure in providing the user identifier. A user maymanually enter a user identifier. The user identifier may be stored on auser device. The user identifier may be stored from memory withoutrequiring the user to manually enter the user identifier.

A UAV identifier may be received 820. The user identifier may bereceived from a UAV. The UAV identifier may be received from a userinput. The UAV identifier may be pulled from a memory based on the userinput. The user input may optionally be provided to the remotecontroller, or another device. A user may undergo an authenticationprocedure in providing the UAV identifier. Alternatively, the UAV mayautomatically undergo a self-identification or self-authenticationprocedure. The UAV identifier may be stored on the UAV or on a userdevice. The UAV identifier may be stored from memory without requiringthe user to manually enter the UAV identifier. The UAV identifier may bestored on an identification module of the UAV. The UAV identifier forthe UAV may optionally be unalterable.

A UAV may broadcast the UAV identifier during operation. The UAVidentifier may be broadcasted continuously. Alternatively, the UAVidentifier may be broadcasted upon request. The UAV identifier may bebroadcasted upon request of an air control system off-board the UAV, anauthentication system off-board the UAV, or any other device. The UAVidentifier may be broadcasted when a communication between the UAV andthe air control system may be encrypted or authenticated. In someinstances, the UAV identifier may be broadcasted in response to anevent. For example, when a UAV is turned on, the UAV identifier may beautomatically broadcasted. The UAV identifier may be broadcasted duringan initialization procedure. The UAV identifier may be broadcastedduring an authentication procedure. Optionally, the UAV identifier maybe broadcasted via a wireless signal (e.g., radio signal, opticalsignal, or an acoustical signal). The identifier may be broadcast usingdirect communications. Alternatively, the identifier may be broadcastusing indirect communications.

The user identifier and/or the UAV identifier may be received by anauthentication system. The user identifier and/or the UAV identifier maybe received at an authentication center or an air control system of theauthentication system. The user identifier and/or the UAV identifier maybe received by the UAV and/or remote controller of the UAV. The useridentifier and/or UAV identifier may be received at one or moreprocessors that may determine whether the user is authorized to operatethe UAV.

The determination of whether the user is authorized to operate the UAV830 may be made with aid of one or more processors. The determinationmay be made on-board the UAV or off-board the UAV. The determination maybe made on-board a remote controller of a user or off-board the remotecontroller of the user. The determination may be made at a separatedevice from the UAV and/or the remote controller. In some instances thedetermination may be made at a component of an authentication system.The determination may be made at an authentication center of anauthentication system (e.g., authentication center 220 as illustrated inFIG. 2) or an air control system of the authentication system (e.g., aircontrol system 230 as illustrated in FIG. 2).

The determination may be made at a device or system that may generateone or more sets of flight regulations. For example, the determinationmay be made at an air control system that may generate one or more setsof flight regulations under which the UAV is to operate. The one or moresets of flight regulations may depend on a location of the UAV or anyother factor pertaining to the UAV. The one or more sets of flightregulations may be generated based on the user identifier and/or the UAVidentifier.

When determining whether a user is authorized to operate the UAV, theuser identifier and the UAV identifier may be considered. In someinstances, the user identifiers and the UAV identifiers may beconsidered alone. Alternatively, additional information may beconsidered. Information about a user may be associated with a useridentifier. For example, information about the user type (e.g., skilllevel, experience level, certifications, licenses, training) may beassociated with the user identifier. Flight history of the user (e.g.,where the user has flown, types of UAVs the user has flown, whether theuser has gotten into any accidents) may be associated with the useridentifier. Information about a UAV may be associated with a UAVidentifier. For example, information about the UAV type (e.g., model,manufacturer, characteristics, performance parameters, level ofdifficulty in operation) may be associated with the UAV identifier.Flight history of the UAV (e.g., where the UAV has flown, users who havepreviously interacted with the UAV) may also be associated with a UAVidentifier. Information associated with the user identifiers and/or theUAV identifiers may be considered in determining whether the user isauthorized to operate the UAV. In some instances, additional factors maybe considered such as geographical factors, timing factors,environmental factors, or any other types of factors.

Optionally, only a single user is authorized to operate a correspondingUAV. A one-to-one correspondence may be provided between an authorizeduser and a corresponding UAV. Alternatively, multiple users may beauthorized to operate a UAV. A many-to-one correspondence may beprovided between authorized users and a corresponding UAV. A user mayonly be authorized to operate a single corresponding UAV. Alternatively,a user may be authorized to operate multiple UAVs. A one-to-manycorrespondence may be provided between an authorized user and multiplecorresponding UAVs. Multiple users may be authorized to operate multiplecorresponding UAVs. A many-to-many correspondence may be providedbetween authorized users and multiple corresponding UAVs.

In some instances, a user may be pre-registered to operate the UAV. Forinstance, only users pre-registered to operate the UAV may be authorizedto operate the UAV. The users may be a registered owner of the UAV. Whena user purchases or receives the UAV, the user may register as an ownerand/or operator of the UAV. In some instances, multiple users may beable to register as an owner and/or operator of the UAV. Alternatively,only a single user may be able to register as an owner and/or operatorof the UAV. The single user may be able to designate one or more otherusers that are permitted to operate the UAV. In some instances, onlyusers who have user identifiers that have been registered to operate theUAV may be authorized to operate the UAV. One or more registrationdatabases may store information about registered users that arepermitted to operate the UAV. The registration database may be on-boardthe UAV or off-board the UAV. The user identifier may be compared withthe information in the registration database and the user may only bepermitted to operate the UAV if the user identifier matches a useridentifier associated with the UAV in the registration database. Theregistration database may be specific to a UAV. For example, a firstuser may be pre-registered to operate UAV1, but may not bepre-registered to operate UAV2. The user may then be permitted tooperate UAV1, but may not be permitted operate UAV2. In some instances,the registration database may be specific to a type of UAV (e.g., allUAVs of a particular model).

In other instances, the registration database may be open, regardless ofUAVs. For instance, users may be pre-registered as operators of UAVs.The users may be permitted to fly any UAV, as long as those specificUAVs don't have any other requirements for authorization.

Alternatively, a UAV may default to permitting all users to operate theUAV. All users may be authorized to operate the UAV. In some instances,all users who are not on a ‘blacklist’ may be authorized to operate theUAV. Thus, when determining whether a user is authorized to operate theUAV, a user may be authorized to operate the UAV as long as the user isnot on a blacklist. One or more blacklist databases may storeinformation about users that are not permitted to operate the UAV. Theblacklist database may store users identifiers of users not permitted tooperate the UAV. The blacklist database may be on-board the UAV oroff-board the UAV. The user identifier may be compared with theinformation in the blacklist database, and the user may only bepermitted to operate the UAV if the user identifier does not match auser identifier in the blacklist database. The blacklist registrationmay be specific to a UAV or a type of UAV. For example, users may beblacklisted from flying a first UAV, but may not be blacklisted fromflying a second UAV. The blacklist registration may be specific to a UAVtype. For instance, users may not be permitted to fly a UAV of aparticular module, while the users are permitted to fly UAVs of othermodels. Alternatively, the blacklist registration need not be specificto a UAV or UAV type. The blacklist registration may be applicable toall UAVs. For example, if a user is banned from operating any UAV, thenregardless of the UAV identity or type, the user may not be authorizedto operate the UAV, and operation of the UAV may not be permitted.

The pre-registration or blacklist registration may also apply to otherfactors in addition to UAV or UAV type. For instance, thepre-registration or blacklist registration may apply to particularlocations or jurisdictions. For instance, a user may be pre-registeredto operate a UAV within a first jurisdiction while not beingpre-registered to operate a UAV within a second jurisdiction. This mayor may not be agnostic to the identity or type of the UAV itself. Inanother example, the pre-registration or backlist registration may applyto particular climate conditions. For instance, a user may beblacklisted from operating a UAV when wind speeds exceed 30 mph. Inanother example, other environmental conditions, such as environmentalcomplexity, population density, or air traffic may be considered.

Additional considerations of whether a user is authorized to operate aUAV may depend on user type. For example, user skill or experience levelmay be considered in determining whether the user is authorized tooperate the UAV. Information about a user, such as user type, may beassociated with a user identifier. When considering whether the user isauthorized to operate the UAV, information about the user may beconsidered, such as user type. In one example, a user may only beauthorized to operate the UAV if the user has met a threshold skilllevel. For instance, the user may be authorized to operate the UAV ifthe user has undergone training for UAV flight. In another example, theuser may be authorized to operate the UAV if the user has undergonecertification that the user has certain flight skills. In anotherexample, the user may only be authorized to operate the UAV if the userhas met a threshold experience level. For instance, the user may beauthorized to operate the UAV if the user has logged at least a certainthreshold number of units of time in flight. In some instances, thethreshold number may apply to units of time in flight to any UAV, oronly UAVs of the type matching the UAV. Information about the user mayinclude demographic information about the user. For example, the usermay only be authorized to operate the UAV if the user has reached athreshold age (e.g., is an adult). The information about the user and/orthe UAV may be pulled and may be considered with aid of one or moreprocessors in determining whether the user is authorized to operate theUAV. One or more considerations may be made in accordance withnon-transitory computer readable media in determining whether the useris authorized to operate the UAV.

As previously described, additional factors may be considered indetermining whether a user is authorized to operate the UAV, such asgeographic factors, time factors, or environmental factors. Forinstance, only some users may be authorized as operating the UAV duringthe night, while other users may be authorized to operate the UAV duringthe day only. In one example, a user who has undergone night flighttraining may be authorized to operate the UAV during both the day andthe night, while a user show has not undergone night flight training mayonly be authorized to operate the UAV during the day.

In some instances, different modes of UAV authorization may be provided.For example, in a pre-registration mode, only pre-registered users maybe authorized to fly the UAV. In an open mode, all users may beauthorized to fly the UAV. In a skill-based mode, only users that haveexhibited a certain level of skill or experience may be permitted to flythe UAV. In some instances, a single mode may be provided for userauthorization. In other instances, a user may be to switch between modesof user operation. For example, an owner of the UAV may switch theauthorization mode under which the UAV is to function. In someinstances, other factors, such as location of the UAV, time, level ofair traffic, environmental conditions, may determine the authorizationmode under which the UAV is to function. For example, if theenvironmental conditions are very windy or difficult in which to fly,the UAV may automatically only permit users that are authorized under askill mode to fly the UAV.

When a user is not authorized to operate a UAV, the user is notpermitted to operate the UAV 840. In some instances, this may result inthe UAV not responding to a command from the user and/or a remotecontroller of the user. The user may not be able to cause the UAV tofly, or control flight of the UAV. The user may not be able to controlany other component of the UAV, such as payload, carrier, sensors,communication unit, navigation unit, or power unit. The user may or maynot be able to power the UAV on. In some instances, the user may power aUAV on, but the UAV may not respond to the user. If the user is notauthorized, the UAV may optionally power itself off. In some instances,an alert or message may be provided to the user that the user is notauthorized to operate the UAV. A reason the user is not authorized mayor may not be provided. Optionally, an alert or message may be providedto a second user that the user is not authorized to operate the UAV, orthat an attempt has been made by the user to operate the UAV. The seconduser may be an owner or operator of the UAV. The second user may be anindividual who is authorized to operate the UAV. The second user may bean individual that exercises control over the UAV.

In some alternative embodiments, when a user is not authorized tooperate a UAV, the user may only be permitted to operate the UAV in arestricted manner. This may include geographic restrictions, timerestrictions, speed restrictions, restrictions on use of one or moreadditional components (e.g., payload, carrier, sensor, communicationunit, navigation unit, power unit, etc.). This may include a mode ofoperation. In one example, when a user is not authorized to operate aUAV, the user may not operate the UAV at selected locations. In anotherexample, when a user is not authorized to operate a UAV, the user mayonly operate the UAV at selected locations.

When a user is authorized to operate a UAV, the user may be permitted tooperate the UAV 850. The UAV may respond to a command from the userand/or remote controller of the user. The user may be able to controlflight of the UAV, or any other component of the UAV. The user maymanually control the UAV through user inputs via a remote controller. Insome instances, the UAV may automatically override a user input tocomply with a set of flight regulations. The set of flight regulationsmay be pre-established, or may be received on-the fly. In someinstances, one or more geo-fencing device may be used in establishing orproviding the set of flight regulations.

Aspects of the invention may be directed to a method of operating a UAV.The method may comprise: receiving a UAV identifier that uniquelyidentifies the UAV from other UAVs; receiving a user identifier thatuniquely identifies the user from other users; assessing, with aid ofone or more processors, whether the user identified by the useridentifier is authorized to operate the UAV identified by the UAVidentifier; and permitting operation of the UAV by the user when theuser is authorized to operate the UAV. Similarly, a non-transitorycomputer readable medium containing program instructions for operating aUAV may be provided, said computer readable medium comprising: programinstructions for receiving a UAV identifier that uniquely identifies theUAV from other UAVs; program instructions for receiving a useridentifier that uniquely identifies the user from other users; programinstructions for assessing whether the user identified by the useridentifier is authorized to operate the UAV identified by the UAVidentifier; and program instructions for permitting operation of the UAVby the user when the user is authorized to operate the UAV.

Additionally, a UAV authorization system may be provided, comprising: afirst communication module; and one or more processors operably coupledto the first communication module and configured to individually orcollectively: receive a UAV identifier that uniquely identifies the UAVfrom other UAVs; receive a user identifier that uniquely identifies theuser from other users; assess whether the user identified by the useridentifier is authorized to operate the UAV identified by the UAVidentifier; and transmit a signal to permit operation of the UAV by theuser when the user is authorized to operate the UAV. An unmanned aerialvehicle (UAV) authorization module may comprise: one or more processorsconfigured to individually or collectively: receive a UAV identifierthat uniquely identifies the UAV from other UAVs; receive a useridentifier that uniquely identifies the user from other users; assesswhether the user identified by the user identifier is authorized tooperate the UAV identified by the UAV identifier; and transmit a signalto permit operation of the UAV by the user when the user is authorizedto operate the UAV.

A second user may be able to take over control of the UAV from the firstuser. In some instances, both the first user and the second user may beauthorized to operate the UAV. Alternatively, only the second user isauthorized to operate the UAV. The first user may be authorized tooperate the UAV in a more restricted fashion than the second user. Thesecond user may be authorized to operate the UAV in a less restrictedfashion than the first user. One or more operational levels may beprovided. A higher operational level may be indicative of a priority inwhich a user may operate a vehicle. For instance, a user at a higheroperational level may have priority over a user at a lower operationallevel in operating a UAV. The user at the higher operational level maybe able to take over control of the UAV from a user at a loweroperational level. In some instances, the second user may be at a higheroperational level than the first user. A user at a higher operationallevel may optionally be authorized to operate the UAV in a lessrestricted fashion than a user at a lower operational level. A user at alower operational level may optionally be authorized to operate the UAVin a more restricted fashion than a user at a higher operational level.Operation of a UAV may be taken over by the second user from the firstuser, when the second user is authorized to operate the UV and is of ahigher operational level than the first user.

Operation of the UAV by the second user may be permitted when the UAVauthenticates a privilege of the second user to operate the UAV. Theauthentication may occur with aid of a digital signature and/or digitalcertificate that verifies the identity of the second user.Authentication of the second user and/or the first user may occur usingany authentication procedure as described elsewhere herein.

In some embodiments, the second user that may take over control may bepart of emergency services. For instance, the second user may be part oflaw enforcement, fire services, medical services, or disaster reliefservices. The second user may be an electronic police. In someinstances, the second user may be part of a government agency, such asan agency that may regulate air traffic or other types of traffic. Thesecond user may be an air control system operator. The user may be amember or administrator of an authentication system. The second user maybe a member of a defense force or a quasi-defense force. For instance,the second user may be a member of the Air Force, Coast Guard, NationalGuard, China Armed Police Force (CAPF), or any other type of defenseforce or equivalent in any jurisdiction of the world.

The first user may be notified when the second user takes over control.For instance, an alert or message may be provided to the first user. Thealert or message may be provided via a remote controller of the firstuser. The alert may be visibly displayed, or may be audible or tactilelydiscernible. In some embodiments, a second user may make a request totake over control of the UAV from the first user. The first user maychoose to accept or deny the request. Alternatively, the second user maybe able to take over control without requiring acceptance or permissionfrom the first user. In some embodiments, there may be some lag timebetween when the first user is alerted that the second user is takingover control and when the second user takes over control. Alternatively,little or no lag time is provided, so that the second user may be ableto take over instantaneously. A second user may be able to take overcontrol within less than 1 minute, 30 seconds, 15 seconds, 10 seconds, 5seconds, 3 seconds, 2 seconds, 1 second, 0.5 seconds, 0.1 seconds, 0.05seconds, or 0.01 seconds of making the attempt to take over control.

The second user may take over control from the first user in response toany scenario. In some embodiments, the second user may take over controlwhen the UAV enters a restricted region. Control may be returned to thefirst user when the UAV exits the restricted region. The second user mayoperate the UAV while the UAV is within the restricted region. Inanother instance, the second user may be able to take over control ofthe UAV at any time. In some instances, when a safety or security threatis ascertained, the second user may be able to take over control of theUAV. For example, if it is detected that a UAV is heading on a collisioncourse with an aircraft, the second user may be able to take overcontrol to avoid the UAV collision with the air craft.

Authentication

A user of a UAV may be authenticated. The user may be uniquelyidentified with aid of a user identifier. The user identifier may beauthenticated to verify that the user is actually the user associatedwith the user identifier. For example if a user self-identifies using auser identifier that is associated with Bob Smith, the user may beauthenticated to confirm the user is actually Bob Smith.

A UAV may be authenticated. The UAV may be uniquely identified with aidof a UAV identifier. The UAV identifier may be authenticated to verifythat the UAV is actually the UAV associated with the UAV identifier. Forexample, if a UAV self-identifies using a UAV identifier that isassociated with UAV ABCD1234, the UAV may be authenticated to confirmthe UAV is actually UAV ABCD1234.

In some instances, a user may be authorized to operate the UAV. One ormore individual users may need to be identified prior to being able tooperate the UAV. The identity of the users may need to be authenticatedas being the individual the users claim to be in order to permit theuser to operate the UAV. The user identity must first be authenticatedand confirmed that the authenticated identity is authorized to operatethe UAV before the user is permitted to operate the UAV.

FIG. 9 shows a process of determining whether to permit operation of aUAV by a user, in accordance with an embodiment of the invention. Theprocess may include authenticating a user 910 and authenticating a UAV920. If the user does not pass the authentication process, the user maynot be permitted to operate the UAV 940. If the UAV does not pass theauthentication process, the user may not be permitted to operate the UAV940. A determination may be made whether the user is authorized tooperate the UAV 930. If the user is not authorized to operate the UAV,then the user may not be permitted to operate the UAV 940. If the userdoes pass the authentication process, the user may be permitted tooperate the UAV 950. If the UAV does pass authentication process, theuser may be permitted to operate the UAV 950. If the user is authorizedto operate the UAV, the user may be permitted to operate the UAV 950. Insome instances, both the user and the UAV must pass the authenticationprocess before the user is permitted to operate the UAV 950. Optionally,the user and the UAV must both pass the authentication process and theuser must be authorized to operate the UAV before the user is permittedto operate the UAV 950.

In some instances, permission to operate the UAV may apply to anycircumstance, or may only apply within one or more allocated volumes orregions. For instance, a user/UAV may need to pass authentication tooperate the UAV at all. In other instances, a user may normally be ableto operate the UAV, but may need to be authenticated to operate the UAVwithin a selected airspace, such as a restricted region.

An aspect of the invention may be directed to a method of operating aUAV, said method comprising: authenticating an identity of a UAV,wherein the identity of the UAV is uniquely distinguishable from otherUAVs; authenticating an identity of a user, wherein the identity of theuser is uniquely distinguishable from other users; assessing, with aidof one or more processors, whether the user is authorized to operate theUAV; and permitting operation of the UAV by the user when the user isauthorized to operate the UAV, and both the UAV and the user areauthenticated. Similarly, a non-transitory computer readable mediumcontaining program instructions for operating a UAV may be provided,said computer readable medium comprising: program instructions forauthenticating an identity of a UAV, wherein the identity of the UAV isuniquely distinguishable from other UAVs; program instructions forauthenticating an identity of a user, wherein the identity of the useris uniquely distinguishable from other users; program instructions forassessing, with aid of one or more processors, whether the user isauthorized to operate the UAV; and program instructions for permittingoperation of the UAV by the user when the user is authorized to operatethe UAV, and both the UAV and the user are authenticated.

Moreover, systems and methods provided herein may include a UAVauthentication system, comprising: a first communication module; and oneor more processors operably coupled to the first communication moduleand configured to individually or collectively: authenticate an identityof a UAV, wherein the identity of the UAV is uniquely distinguishablefrom other UAVs; authenticate an identity of a user, wherein theidentity of the user is uniquely distinguishable from other users;assess whether the user is authorized to operate the UAV; and transmit asignal to permit operation of the UAV by the user when the user isauthorized to operate the UAV, and both the UAV and the user areauthenticated. A UAV authentication module may comprise: one or moreprocessors configured to individually or collectively: authenticate anidentity of a UAV, wherein the identity of the UAV is uniquelydistinguishable from other UAVs; authenticate an identity of a user,wherein the identity of the user is uniquely distinguishable from otherusers; assess whether the user is authorized to operate the UAV; andtransmit a signal to permit operation of the UAV by the user when theuser is authorized to operate the UAV, and both the UAV and the user areauthenticated.

A user identifier and/or UAV identifier may be gathered in any manner asdescribed elsewhere herein. For example, during flight, a UAV maybroadcast its identity information in a continuous manner or whenevernecessary. For example, the UAV may broadcast a user identifier when asupervisory instruction from an air control system (e.g., a policeman)is received or when a communication between the UAV and the air controlsystem is to be encrypted and authenticated. The broadcast ofidentification information may be implemented in various ways, e.g.,radio signal, optical signal, acoustical signal, or any other typedirect or indirect communication method as described elsewhere herein.

A user and/or UAV may be authenticated using any technique known orlater developed in the art. Further details and examples of user and/orUAV authentication are provided elsewhere herein.

UAV

A UAV may be authenticated with aid of a key of the UAV. A UAV may havea unique UAV identifier. The UAV may be authenticated further with aidof the UAV identifier. The UAV identifier and UAV key information may beused in combination to authenticate the UAV. The UAV identifier and/orUAV key may be provided on-board the UAV. The UAV identifier and/or thekey may be part of an identification module of the UAV. Theidentification module may be part of a flight control unit of the UAV.The identification module may be inseparable from the flight controlunit, as described elsewhere herein. The UAV identifier and/or the UAVkey may not be removable from the UAV. The UAV may not be disassociatedfrom the UAV identifier and the UAV key on-board the UAV. In preferableembodiments, the UAV identifier and/or the UAV key may not be erased oraltered.

Further descriptions of UAV authentication are provided elsewhereherein. Further details of how UAV authentication may occur using a UAVidentifier and/or a key are provided in greater detail elsewhere herein.

Any UAV without a UAV identifier and a UAV key cannot be authenticatedby an authentication center, in accordance with some embodiments of theinvention. If the UAV identifier or the UAV key is missing, the UAVcannot access the air control system successfully and cannot conduct anyactivity within a flight restricted area. In some instances, the usermay not be permitted to operate the UAV at all if the UAV identity isnot authenticated. Alternatively, the user may not be permitted tooperate the UAV within the restricted airspace but may be permitted tooperate the UAV in other regions. Any illegal activity of such UAV maybe blocked and punished.

Under some specific circumstances, a UAV and a user may start a flightmission directly without the authentication. For example, when nocommunication connection can be established between the UAV, the userand the authentication center, the user may still be permitted to startthe mission. In some instances, during the mission, if communicationconnections do become established, authentication of the user and/or UAVmay occur. If the user and/or UAV do not pass authentication, then aresponse measure may be taken. For instance, the UAV may land after apredetermined period of time. In another instance, the UAV may return toa starting point of the flight. If the user and/or UAV do passauthentication, then the user may be able to continue operation of theUAV in an uninterrupted fashion. In some instances, even ifcommunication connections do become established during the mission,authentication of the user and/or UAV do not occur.

If a mission has already been initiated without authentication,authentication may occur later in the mission. Depending on whetherauthentication is passed, a flight response measure may or may not betaken. Alternatively, no authentication occurs later in the mission whenit becomes possible for authentication to occur. A determination may bemade whether to proceed with authentication during a mission based onany number of factors. For instance, one or more environmentalconditions may be considered. For example, environmental climate,topology, population density, air traffic or surface traffic,environmental complexity, or any other environmental condition may beconsidered. For instance, a UAV may be able to determine (e.g., with theaid of a GPS and a map) that it is located in a city or in the suburbs,and an authentication may not be necessary if it is in the suburbs.Thus, authentication may be required when there is a higher populationdensity, and may not be required when there is a lower populationdensity. Authentication may be required when population density exceedsa population density threshold. In another instance, authentication maybe required when there is a high density of air traffic, and may not berequired when there is a lower density of air traffic. Authenticationmay be required when air traffic density exceeds a threshold. Similarly,authentication may be required when environmental complexity (e.g.,higher number or density of surrounding objects) is higher and may notbe required when the environmental complexity is lower. Authenticationmay be required when the environmental complexity exceeds a thresholdvalue. Other types of factors, such as geography, time, and any otherfactor described elsewhere herein may be considered in determiningwhether authentication is required.

When a UAV flies without authentication, its flight capability may berestricted. A UAV flight may be restricted in accordance with a set offlight regulations. The set of flight regulations may include one ormore rules that may impact operation of the UAV. In some embodiments,the UAV may only be restricted in accordance with flight regulations ifthe UAV flies without authentication, otherwise if the UAV isauthenticated no set of flight regulations are imposed. Alternatively,the UAV may be restricted in accordance with a set of flight regulationsduring normal operation, and may have an additional set of flightregulations imposed if the UAV is not authenticated. In someembodiments, the UAV operation may be restricted in accordance with aset of flight regulations regardless of whether the UAV is authenticatedor not, but the set of flight regulations may call for different rulesbased on when the UAV is authenticated or not. In some instances, therules may be more restrictive if the UAV is not authenticated. Overall,not authenticating the UAV may result in less freedom to the operator ofthe UAV to control the UAV in accordance with any aspect of the UAV(e.g., flight, payload operation or positioning, carrier, sensors,communications, navigation, power usage, or any other aspects).

Examples of types of flight capabilities of the UAV that may berestricted may include one or more of the following, or may includeother types of restrictions to the UAV as described elsewhere herein.For instance, distance of the UAV flight may be restricted, e.g. it hasto be within the visual range of the user. Height and/or speed of theflight may be restricted. Optionally, equipment (such as a camera orother type of payload) carried by the UAV may be required to suspendoperations temporarily.

Different restrictions may apply according to the level of the user. Forexample, for more experienced users, fewer restrictions may apply. Forinstance, a user with greater experience or skill level may be permittedto perform functions that a novice user may not be permitted to do. Auser with greater experience or skill level may be permitted to fly inareas or locations that a novice user may not be permitted to fly. Asdescribed elsewhere herein, a set of flight regulations for a UAV may betailored to user type and/or UAV type.

A UAV may communicate with an authentication system. In some examples,an authentication system may have one or more characteristics asdescribed elsewhere herein (e.g., FIG. 2). A UAV may communicate with anair control system of an authentication system. Any description hereinof communications between a UAV and an air control system may apply toany communications between a UAV and any other portion of anauthentication system. Any description herein of communications betweena UAV and an air control system may apply to communications between aUAV and any other external device or system which may aid in UAV flightsafety, security, or regulation.

A UAV may communicate with an air control system in any manner. Forinstance the UAV may form a direct communication channel with the aircontrol system. Examples of direct communication channels may includeradio connections, WiFi, WiMax, infrared, Bluetooth, or any other typeof direct communication. A UAV may form an indirect communicationchannel with the air control system. Communications may be relayed viaone or more intermediary device. In one example, communications may berelayed via a user and/or user device, such as a remote controller.Alternatively or in addition, communications may be relayed via a singleor multiple other UAVs. Communications may be relayed via a groundstation, router, tower, or satellites. A UAV may communicate using asingle manner or multiple manners described herein. Any of the mannersof communication may be combined. In some instances, different modes ofcommunication may be used simultaneously. Alternatively or additionally,a UAV may switch between different modes of communication.

After mutual authentication of a UAV (possibly together with a user)with an authentication center (or any portion of an authenticationsystem), safe communication connection with the air control system maybe obtained. A safe communication connection between the UAV and theuser can also be obtained. A UAV can communicate directly with a trafficmonitoring server and/or one or more geo-fencing devices of an aircontrol system. A UAV can also communicate with a user and may berelayed via a user to reach an authentication center or the air controlsystem. In some embodiments, direct communication with a trafficmonitoring server and/or one or more geo-fencing devices may occur onlyafter authentication of the UAV and/or user have occurred.Alternatively, direct communications may occur even if authenticationhas not occurred. Communications between the UAV and the user may occuronly after authentication of the UAV and/or user in some embodiments.Alternatively, communications between the UAV and the user may occureven if authentication of the UAV and/or user have not occurred.

In some embodiments, a flight plan of a UAV may be pre-registered withan air control system. For instance, a user may need to specify aplanned location and/or timing of the flight. The air control system maybe able to determine whether the UAV is permitted to fly in accordancewith the flight plan. The flight plan may be exact or may be a roughestimate. During a flight, a UAV may be autonomously controlled orsemi-autonomously controlled to fly in accordance with a flight plan.Alternatively, a user may have free reign to manually control the UAV,but be supposed to stay within the estimates of the flight plan. In someinstances, the flight of the UAV may be monitored, and if the manualcontrol is deviating from the proposed flight plan by too great amargin, the UAV may be forced to under a flight response measure. Theflight response measure may include forcing the UAV to go back on course(e.g., takeover flight by a computer or another individual), forcing theUAV to land, forcing the UAV to hover, or forcing the UAV to return toits starting point. In some instances, the air control system maydetermine whether to permit the UAV to fly in accordance with a flightplan based on flight plans of other UAVs, current monitored air traffic,environmental conditions, any flight restrictions in the area and/ortime, or any other factor. In alternative embodiments, pre-registrationof a flight plan may not be needed.

After a secure link is established, the UAV may apply for a resource(e.g., an aerial route and a time period, or any other resourcedescribed elsewhere herein) with a traffic management module of the aircontrol system. The traffic management module may manage traffic rights.The UAV may accept a set of flight regulations (e.g., distance, height,speed, or any other type of flight regulations describe elsewhereherein) on the flight. The UAV may take off only if permission isreceived. The flight plan may be recorded in traffic management.

During the flight, the UAV may regularly report its status to a trafficmonitoring subsystem of the air control system. The status of the UAVmay be conveyed to the traffic monitoring subsystem using any technique.Direct or indirect communications, such as those described elsewhereherein may be used. External sensor data may or may not be used indetermining the UAV status and conveying status information to thetraffic monitoring subsystem. In some examples, the UAV statusinformation may be broadcasted, or being relayed by ground stations orother intermediary devices to the traffic management subsystem. The UAVmay receive the supervision of the traffic management subsystem. Thetraffic management subsystem may use direct or indirect communicationmethods, such as those described elsewhere herein, to communicate withthe UAV. If the scheduled flight is to be modified, the UAV may submitan application with the traffic management subsystem. The applicationmay be submitted before initiation of the UAV flight, or may occur afterthe UAV has started the flight. The application may be made while theUAV is flying. The traffic management may have the capacity to monitorthe flight of UAV. The traffic management subsystem may monitor theflight of the UAV in accordance with information from the UAV and/orinformation from one or more sensors external to the UAV.

During flight, a UAV may communicate with other devices (including butnot limited to, other UAVs or geo-fencing devices). During flight a UAVmay also be able to authenticate (including but not limited to, digitalsignature+digital certificate) and/or respond (e.g., responding to anauthenticated geo-fencing device).

During flight, a UAV may accept a take-over control from a higher leveruser (such as an air control system or an electronic police), asdescribed in greater detail elsewhere herein. The higher lever user maytake the control over if the privilege is authenticated by the UAV.

After the flight, a UAV may release the applied resource. If a responseto a traffic management subsystem times out, the applied resource mayalso be released. For instance, the resource may be the location and/ortiming of the planned UAV flight. When the flight is completed, a UAVmay send a signal to the traffic management subsystem to release theresource. Alternatively, the traffic management subsystem mayself-initiate a release of the resource. The traffic managementsubsystem may self-initiate the release of the resource if the UAV stopscommunicating with the traffic management subsystem after apredetermined period of time. In some instances, the traffic managementsubsystem may self-initiate the release of the resource if the timeperiod that was applied for is completed (e.g., if the UAV blocked off atime period from 3:00-4:00 PM for its mission, and 4:00 has passed).

A UAV may respond to an authentication request and/or identity checkingrequest. The request may come from an authentication system. In someinstances, the request may come from a traffic monitoring server. Therequest may occur when the UAV is powered on. The request may occur whenthe UAV makes a request for a resource. The request may come prior toflight of the UAV. Alternatively, the request may come during flight ofthe UAV. In some embodiments, a UAV having a security function willrespond to an authentication request and/or an identity checking requestfrom a traffic monitoring server. In some implementations, the responsemay be made under any circumstances, which may include authenticationfails.

During a flight, if communication between a UAV and an air controlsystem is interrupted and/or the connection is lost, the UAV may be ableto quickly get back to a flight status of relatively limited rights andreturn rapidly. Thus, if communications between the UAV and the aircontrol system get interrupted, a flight response measure may be taken.In some instances, the flight response measure may be automatic returnof the UAV to a starting point. The flight response measure may beautomatic flight of the UAV to a position of a user of the UAV. Theflight response measure may be automatic return of the UAV to a homelocation, which may or may not be a starting point of the UAV flight.The flight response measure may be to automatically land. The flightresponse measure may be to automatically enter an autonomous flight modewere the UAV flies in accordance with a pre-registered flight plan.

User

A user may be an operator of a UAV. Users may be classified according touser type. In one example, users may be classified according to theirskill and/or experience levels. An authentication system may issueidentifying information for a user. For instance, an authenticationcenter may be responsible for issuing certificate to a user andassigning corresponding user identifier and/or user key. In someinstances, an ID registration database may perform one or more of thefunctions. For instance, the ID registration database may supply a useridentifier and/or user key.

A user may be authenticated. The user authentication may occur using anytechnique known or later developed in the art. The user authenticationtechnique may be similar or different from a UAV authenticationtechnique.

In one example, a user may be authenticated based on information that issupplied by the user. A user may be authenticated based on knowledgethat the user may have. In some instances, the knowledge may be knownonly by the user and not widely known by other users. For example, theuser may be authenticated by supplying a correct username and password.A user may be authenticated by submitting a password, passphrase, typingor swiping movement, signature, or any other type of information by theuser. The user may be authenticated by responding to one or more queryby the system correctly. In some embodiments, a user may apply for alogin name and/or password from an authentication center. The user maybe able to login in with said login name and password.

A user may be authenticated based on a physical characteristic of theuser. Biological information about the UAV may be used to authenticatethe user. For example, the user may be authenticated by submittingbiometric information. For instance, the user may undergo a fingerprintscan, a palm print scan, an iris scan, a retinal scan, or a scan of anyother portion of the user's body. The user may provide a physicalsample, such as saliva, blood, fingernail clippings, or hair clippingsthat may be analyzed to identify the user. In some instances, DNAanalysis of a sample from a user may occur. The user may beauthenticated by undergoing facial recognition or gait recognition. Theuser may be authenticated by submitting a voiceprint. A user may submitthe user's height and/or weight for analysis.

A user may be authenticated based on a device that may be in thepossession of a user. A user may be authenticated based on a memory unitand/or information on the memory unit that may be in the possession ofthe user. For example, a user may have a memory device issued by anauthentication center, other part of the authentication system, or anyother source. A memory device may be an external memory device such as aU disk (e.g., USB drive), external hard drive, or any other type ofmemory device. In some embodiments, the external device may be coupledto a user remote controller. For example, the external device, such as aU disk may be physically connected to the remote controller (e.g.,inserted/plugged into the remote controller), or may be in communicationwith the remote controller (e.g., transmitting a signal that may bepicked up by the remote controller). The device may be a physical memorystorage device.

A user may be authenticated based on information that may be storable inmemory that may be in the possession of the user. A separate physicalmemory device may or may not be used. For example, a token, such as adigitalized token, may be in the possession of the user. The digitalizedtoken may be stored on a U disc, hard drive or other form of memory. Thedigitalized token may be stored on a memory of the remote controller.For example, the digitalized token may be received by the remotecontroller from an authentication center, ID registration database, orany other source. In some embodiments, the digitalized token may not beexternally readable from a memory of the remote controller. Thedigitalized token may or may not be alterable on the memory of theremote controller.

A user may be authenticated with aid of an identification module thatmay be provided on the remote controller. The identification module maybe associated with the user. The identification module may include auser identifier. In some embodiments, the identification module mayinclude a user key information. The data stored in the identificationmodule may or may not be externally readable. The data stored in theidentification module may optionally not be alterable. Theidentification module may optionally not be separable from the remotecontroller. The identification may optionally not be removed from theremote controller without damaging the flight controller. Theidentification module may optionally be integrated in the remotecontroller. The information in the identification module may be put onrecord via the authentication center. For example, the authenticationcenter may keep records of information from the identification module ofthe remote controller. In one example, a user identifier and/or user keymay be put on record by the authentication center.

The user may be authenticated by undergoing a mutual authenticationprocess. In some instances, the mutual authentication process may besimilar to an authentication and key agreement (AKA) process. The usermay be authenticated with aid of a key on-board a user terminal used bythe user to communicate with the UAV. The terminal may optionally be aremote controller that may send one or more command signals to a UAV.The terminal may be a display device that may show information based ondata received from the UAV. Optionally, the key may be part of anidentification module of the user terminal and may be integrated intothe user terminal. The key may be part of an identification module of aremote controller and may be integrated into the remote controller. Thekey may be supplied by an authentication system (e.g., ID registrationdatabase of the authentication system). Further examples and details ofmutual authentication of the user may be provided in greater detailelsewhere herein.

In some embodiments, a user may need to have a software or applicationto operate a UAV. The software or application itself may be authorizedas part of a user authentication process. In one example, a user mayhave a smart phone app, which may be used to operate a UAV. The smartphone app may itself be authorized directly. When the smart phone appused by the user is authenticated, further user authentication may ormay not be used. In some instances, smart phone authorization may becoupled with additional user authentication steps as detailed elsewhereherein. In some instances, smart phone app authorization may besufficient to authenticate a user.

A user may be authenticated with aid of authentication system. In someinstances, the user may be authenticated by an authentication center ofan authentication system (e.g., authentication center 220 as illustratedin FIG. 2) or any other component of the authentication system.

The user authentication may take place at any point in time. In someembodiments, user authentication may automatically occur when a UAV isturned on. User authentication may occur automatically when a remotecontroller is turned on. User authentication may occur when a remotecontroller and UAV form a communication channel. User authentication mayoccur when a remote controller and/or UAV form a communication channelwith an authentication system. User authentication may occur in responseto an input from a user. For example, user authentication may occur whena user attempts to login, or supplies information about the user (e.g.,user name, password, biological information). In another example, userauthentication may occur when information from a memory device (e.g., Udisk) is supplied to an authentication system, or when information(e.g., digitalized token or key) is supplied to the authenticationsystem. The authentication process may thus be pushed from a user oruser device. In another example, the user authentication may occur whenthe authentication is requested from an authentication system or anotherexternal source. An authentication center or air control system of theauthentication system may request authentication of the user. Theauthentication center or air control system may request authenticationfrom the user once, or multiple times. The authentication may occurbefore flight of the UAV and/or during flight of the UAV. In someinstances, a user may be authenticated before performing a flightcommission using a UAV. A user may be authenticated before a flight planmay be approved. A user may be authenticated before the user is able toexert control over the UAV. A user may be authenticated before a UAV maybe permitted to take off. A user may be authenticated after a connectionwith an authentication system has been lost and/or re-established. Auser may be authenticated when one or more events or conditions havebeen detected (e.g., unusual flying patterns by the UAV). A user may beauthenticated when a suspected unauthorized takeover of the UAV hasoccurred. A user may be authenticated when a suspected communicationinterference of the UAV has occurred. A user may be authenticated when aUAV deviates from an expected flight plan.

Similarly, UAV authentication may occur at any time, such as the timesmentioned above for user authentication. The user and UAV authenticationmay occur at substantially the same time (e.g., within 5 minutes orless, 4 minutes or less, 3 minutes or less, 2 minutes or less, 1 minuteor less, 30 seconds or less, 15 seconds or less, 10 seconds or less, 5seconds or less, 3 seconds or less, 1 second or less, 0.5 seconds orless, or 0.1 seconds or less of one another). The user and UAVauthentication may occur in similar conditions or scenarios.Alternatively they may occur at different times and/or in response todifferent conditions or scenarios.

Information about the user may be collected after the user has beenauthenticated. Information about the user may include any informationdescribed elsewhere herein. For instance, the information may includeuser type. The user type may include skill and/or experience level ofthe user. The information may include past flight data of the user.

Authentication Center

An authentication system may be provided in accordance with anembodiment of the invention. The authentication system may include anauthentication center. Any description herein of the authenticationcenter may apply to any component of an authentication system. Anydescription herein of an authentication system may apply to an externaldevice or entity, or one or more functions of the authentication systemmay be performed on-board a UAV and/or on-board a remote controller.

An authentication center may be responsible for data pertaining to oneor more users and/or UAVs. The data may include associated useridentifiers, associated user keys, associated UAV identifiers, and/orassociated UAV keys. The authentication center may receive the identityof the user and/or the identity of the UAV. In some embodiments, theauthentication system may be responsible for all data pertaining to oneor more users and UAVs. Alternatively, the authentication system may beresponsible for a subset of all data pertaining to one or more users andUAVs.

A controller of a UAV (e.g., user's remote controller) and the UAV maysend out a login request to the air control system. The controllerand/or UAV may send out the login request before a flight of the UAV.The controller and/or UAV may send out the login request before flightof the UAV is permitted. The controller and/or UAV may send out thelogin request when the controller and/or UAV is turned on. Thecontroller and/or UAV may send out the login request when a connectionbetween the controller and the UAV is established, or when a connectionbetween the controller and an external device is established, or when aconnection between the UAV and an external device is established. Thecontroller and/or UAV may send out a login request in response to adetected event or condition. The controller and/or UAV may send out alogin request when an instruction for authentication is provided. Thecontroller and/or UAV may send out a login request when an instructionfor authentication is provided from an external source (e.g.,authentication center). The controller and/or UAV may initiate a loginrequest, or the login request may be provided in response to aninitiation from outside the controller and/or UAV. The controller and/orUAV may make a request for a login at a single point in time during aUAV session. Alternatively, the controller and/or UAV may make a requestfor a login at multiple points in time during a UAV session.

The controller and UAV may make a request for login at substantially thesame time (e.g., within less than 5 minutes, less than 3 minutes, lessthan 2 minutes, less than 1 minute, less than 30 seconds, less than 15seconds, less than 10 seconds, less than 5 seconds, less than 3 seconds,less than 1 second, less than 0.5 seconds, or less than 0.1 seconds ofone another). Alternatively, the controller and UAV may make requestsfor logins at different times. The controller and UAV may make a requestfor a login in accordance with a detection of the same event orcondition. For instance, both the controller and UAV may make a loginrequest when a connection is established between the controller and theUAV. Alternatively, the controller and UAV may make a request for alogin in accordance with different events or conditions. Thus, thecontroller and UAV may make a request for a login independently of oneanother. For example, a controller may make a request for a login when acontroller is powered on, while the UAV may make a request for a loginwhen a UAV is powered on. These events may occur at times independent ofone another.

Any description of a login request may apply to any type ofauthentication, as described elsewhere herein. For example, anydescription of a login request may apply to providing a username andpassword. In another example, any description of a login request mayapply to initiation of an AKA protocol. In another example, anydescription of a login request may include provision of physicalcharacteristics of a user. A login request may be an initiation of anauthentication process, or request for authentication.

After receiving a login request from a user of a UAV and/or the UAV, anauthentication system may initiate an authentication process. In someinstances, an air control system may receive the login request and mayinitiate an authentication process using the authentication center.Alternatively, the authentication center may receive the login requestand initiate the authentication process on its own. The login requestinformation may be transmitted to the authentication center, and theauthentication center may authenticate the identity information. In someinstances, the login request information may include a username and/orpassword. In some embodiments, the login information may include theuser identifier, the user key, the UAV identifier, and/or the UAV key.

A communication connection between an air control system and anauthentication center may be safe and reliable. Optionally, the aircontrol system and the authentication center may utilize one or more ofthe same sets of processors and/or memory storage units. Alternatively,they may not. The air control system and the authentication center mayor may not utilize the same set of hardware. The air control system andthe authentication center may or may not be provided at the samelocation. In some instances, a hardwired connection may be providedbetween the air control system and the authentication center.Alternatively, a wireless communication may be provided between the aircontrol system and the authentication center. Direct communications maybe provided between the air control system and the authenticationcenter. Alternatively, indirect communications may be provided betweenthe air control system and the authentication center. Communicationsbetween the air control system and authentication center may or may nottraverse a network. The communication connection between the air controlsystem and the authentication center may be encrypted.

After authentication of the user and/or UAV at the authenticationcenter, a communication connection between the UAV and an air controlsystem is established. In some embodiments, authentication of both theuser and UAV may be required. Alternatively, authentication of the useror authentication of the UAV may be sufficient. A communicationconnection between the remote controller and the air control system mayoptionally be established. Alternatively or in addition, a communicationconnection between the remote controller and the UAV may be established.Further authentication may or may not occur after a communicationconnection, such as connection described herein, has been established.

The UAV may communicate with the air control system via a directcommunication channel. Alternatively, the UAV may communicate with theair control system via an indirect communication channel. The UAV maycommunicate with the air control system by being relayed through a useror a remote controller operated by the user. The UAV may communicatewith the air control system by being relayed through one or more otherUAVs. Any other types of communications, such as those describedelsewhere herein may be provided.

A remote controller of a user may communicate with the air controlsystem via a direct communication channel. Alternatively, the remotecontroller may communicate with the air control system via an indirectcommunication channel. The remote controller may communicate with theair control system by being relayed through a UAV operated by the user.The remote controller may communicate with the air control system bybeing relayed through one or more other UAVs. Any other types ofcommunications, such as those described elsewhere herein may beprovided. In some instances, a communication connection between a remotecontroller and an air control system need not be provided. In someinstances, a communication connection between the remote controller andthe UAV may be sufficient. Any type of communication may be providedbetween the remote controller and the UAV, such as those describedelsewhere herein.

After authentication of the user and/or the UAV, the UAV may bepermitted to apply for a resource with a traffic management module ofthe air control system. In some embodiments, authentication of both theuser and UAV may be required. Alternatively, authentication of the useror authentication of the UAV may be sufficient.

A resource may comprise an aerial route and/or a time period. A resourcemay be used in accordance with a flight plan. The resource may includeone or more of the following: sense and avoid assistance, access to oneor more geo-fencing devices, access to a battery station, access to afuel station, or access to a base station and/or dock. Any otherresource as described elsewhere herein may be provided.

A traffic management module of an air control system may record one ormore flight plans of the UAV. The UAV may be permitted to apply for amodification in a scheduled flight of the UAV. The UAV may be permittedto modify a flight plan of the UAV prior to starting the flight plan.The UAV may be permitted to modify a flight plan while the UAV isexecuting the flight plan. A traffic management module may make adetermination whether the UAV is permitted to make a requestedmodification. If the UAV is permitted to make the requestedmodification, the flight plan may be updated to include the requestedmodification. If the UAV is not permitted to make the requestedmodification, the flight plan may not be changed. The UAV may berequired to comply with the original flight plan. If a UAV deviatessignificantly from a flight plan (whether original or updated), a flightresponse measure may be imposed upon the UAV.

In some embodiments, after authentication of a user and/or UAV at theauthentication center, a communication connection between the UAV andone or more geo-fencing devices may be established. Further detailsrelating to geo-fencing devices are provided elsewhere herein.

After authentication of the user and/or UAV at the authenticationcenter, a communication connection between the UAV and one or moreauthenticated intermediary object may be established. The authenticatedintermediary object may be another authenticated UAV, or anauthenticated geo-fencing device. The authenticated intermediary objectmay be a base station, or a station or device that may relaycommunications. The authenticated intermediary object may undergo anytype of authentication process such as those described elsewhere herein.For example, the authenticated intermediary object may have passedauthentication using an AKA process.

A determination may be made whether a user is authorized to operate aUAV. The determination may be made prior to authenticating the userand/or the UAV, concurrently with authenticating the user and/or theUAV, or after authenticating the user and/or the UAV. If a user is notauthorized to operate a UAV, the user may not be permitted to operatethe UAV. If a user is not authorized to operate a UAV, the user may onlybe able to operate the UAV in a restricted manner. A user may only bepermitted to operate the UAV at selected locations when the user is notauthorized to operate the UAV. One or more flight regulations, such asthose described elsewhere herein, may be imposed on a user who is notauthorized to operate the UAV. In some implementations, the set offlight regulations imposed on the user when the user is not authorizedto operate the UAV may be more restricting or stringent than regulationsthat may be imposed on the user when the user is authorized to operatethe UAV. When a user is authorized to operate the UAV, a set of flightregulations may or may not be imposed on the user. When a user isauthorized to operate the UAV, the set of flight regulations imposed onthe user may include a null value. A user may be able to operate a UAVin an unrestricted manner when the user is authorized to operate theUAV. Alternatively, some restrictions may apply, but may not be asstringent, or may be different, from restrictions that may apply to auser when a user is not authorized to operate the UAV.

A set of flight regulations may depend on an identity of the UAV and/oran identity of a user. In some instances, a set of flight regulationsmay be changed, depending on an identity of the UAV and/or identity ofthe user. Restrictions to flight of a UAV may be adjusted or maintainedbased on an identity of the UAV. Restrictions to flight of the UAV maybe adjusted or maintained based on an identity of the user. In someembodiments, a default set of restrictions to flight of a UAV may beprovided. The default may be in place prior to authentication and/oridentification of the UAV. The default may be in place prior toauthentication and/or identification of the user. Depending on anauthenticated identity of a user and/or UAV, the default may bemaintained or adjusted. In some instances, the default may be adjustedto a less restrictive set of flight regulations. In other instances, thedefault may be adjusted to a more restrictive set of flight regulations.

In some embodiments, a user may be authorized to operate the UAV if theuser and/or UAV are identified and authenticated. In some instances, auser may not be authorized to operate the UAV even if the user and/orUAV are identified and authenticated. Whether a user is authorized tooperate the UAV may be independent of whether the user and/or UAV areauthenticated. In some instances, identification and/or authenticationmay occur prior to determining whether a user is authorized in order toconfirm the user and/or UAV before making the determination whether theconfirmed user is authorized to operate the confirmed UAV.

In some instances, only a single user is authorized to operate the UAV.Alternatively, multiple users may be authorized to operate the UAV.

The UAV may be authenticated prior to permitting the UAV to take off.The user may be authenticated prior to permitting the UAV to take off.The user may be authenticated prior to permitting a user to exertcontrol over the UAV. The user may be authenticated prior to permittinga user to send one or more operational commands to the UAV via a userremote controller.

Degree of Authentication

Varying degrees of authentication may occur. In some instances,different authentication processes, such as those described elsewhereherein, may occur. In some instances, higher degrees of authenticationmay occur, and in other instances, lower degrees of authentication mayoccur. In some embodiments, a determination may be made on the degree ortype of authentication process to undergo.

An aspect of the invention provides a method of determining a level ofauthentication for operation of an unmanned aerial vehicle (UAV), saidmethod comprising: receiving contextual information regarding the UAV;assessing, using one or more processors, a degree of authentication ofthe UAV or a user of the UAV based on the contextual information;effecting authentication of the UAV or the user in accordance with thedegree of authentication; and permitting operation of the UAV by theuser when the degree of authentication is completed. Similarly, anon-transitory computer readable medium containing program instructionsfor determining a level of authentication for operating an unmannedaerial vehicle (UAV) may be provided, said computer readable mediumcomprising: program instructions for receiving contextual informationregarding the UAV; program instructions for assessing a degree ofauthentication of the UAV or a user of the UAV based on the contextualinformation; program instructions for effecting authentication of theUAV or the user in accordance with the degree of authentication; andprogram instructions for providing a signal that permits operation ofthe UAV by the user when the degree of authentication is completed.

An unmanned aerial vehicle (UAV) authentication system may comprise: acommunication module; and one or more processors operably coupled to thecommunication module and configured to individually or collectively:receive contextual information regarding the UAV; assess a degree ofauthentication of the UAV or a user of the UAV based on the contextualinformation; and effect authentication of the UAV or the user inaccordance with the degree of authentication. An unmanned aerial vehicle(UAV) authentication module may be provided, comprising: one or moreprocessors configured to individually or collectively: receivecontextual information regarding the UAV; assess a degree ofauthentication of the UAV or a user of the UAV based on the contextualinformation; and effect authentication of the UAV or the user inaccordance with the degree of authentication.

A degree of authentication may be provided for a user and/or UAV. Insome instances, a degree of authentication for a user may be variable.Alternatively, a degree of authentication for a user may be fixed. Adegree of authentication for a UAV may be variable. Alternatively, adegree of authentication for a UAV may be fixed. In some embodiments,degree of authentication for a user and a UAV may both be variable.Optionally, a degree of authentication for a user and a UAV may both befixed. Alternatively, a degree of authentication for a user may bevariable while degree of authentication for a UAV may be fixed, or adegree of authentication for a user may be fixed while degree ofauthentication for a UAV may be variable.

The degree of authentication may include not requiring anyauthentication for the user and/or UAV. For example, the degree ofauthentication can be zero. Thus, the degree of authentication maycomprise no authentication of the UAV or the user. The degree ofauthentication may include authentication of both the UAV and the user.The degree of authentication may include authentication of the UAVwithout requiring authentication of the user, or may includeauthentication of the user without requiring authentication of the UAV.

The degree of authentication may be selected from a plurality of optionsfor degrees of authentication for the UAV and/or the user. For example,three options for degrees of authentication of the UAV and/or the usermay be provided (e.g., high degree of authentication, moderate degree ofauthentication, or low degree of authentication. Any number of optionsfor degrees of authentication may be provided (e.g., 2 or more, 3 ormore, 4 or more, 5 or more, 6 or more, 7 or more, 8 or more, 9 or more,10 or more, 12 or more, 15 or more, 20 or more, 25 or more options). Insome instances, a degree of authentication may be generated and/ordetermined without selecting from one or more predetermined options. Thedegree of authentication may be generated on the fly.

Higher degrees of authentication may provide a greater level ofcertainty that the user is who the user is identified to be, or that theUAV is who the UAV identifies to be, as compared to lower degrees ofauthentication. Higher degrees of authentication may provide a greaterlevel of certainty that the user identifier matches the actual userand/or that the UAV identifier matches the actual UAV, as compared tolower degrees of authentication. Higher degrees of authentication may bea more rigorous authentication process than lower degrees ofauthentication. Higher degrees of authentication may include theauthentication processes of the lower degrees of authentication plusadditional authentication processes. For example, a lower degree ofauthentication may only include a username/password combination, while ahigher degree of authentication may include the username/passwordcombination plus an AKA authentication process. Optionally, higherdegrees of authentication may take more resources or computing power.Optionally, higher degrees of authentication may take a greater amountof time.

Any description herein of a degree of authentication may apply to a typeof authentication. For instance, the type of authentication use may beselected from a plurality of different options. The types ofauthentication may or may not be indicative of a higher degree ofauthentication. Depending on contextual information, different types ofauthentication processes may be selected. For example, based on thecontextual information, a username/password combination may be used forauthentication, or biometric data may be used for authentication.Depending on the contextual information, an AKA authentication processplus a biometric data authentication may occur, or a username/passwordplus biological sample data authentication may occur. Any descriptionherein of selecting a degree of authentication may also apply toselecting a type of authentication.

The contextual information may be used to assess a degree ofauthentication. Contextual information may include any information abouta user, UAV, remote controller, geo-fencing device, environmentalconditions, geographic conditions, timing conditions, communication ornetwork conditions, risk to a mission (e.g., risk of attempted takeoveror interference), or any other type of information that may be relatedto a mission. The contextual information may include informationprovided by the user, remote controller, UAV, geo-fencing device,authentication system, external device (e.g., external sensor, externaldata source) or any other device.

In one example, the contextual information may include environmentalconditions. For example, the contextual information may comprise anenvironment within which the UAV is to be operated. The environment maybe an environment type, such as a rural area, suburban area, or urbanarea. A greater degree of authentication may be required when the UAV isin an urban area than when a UAV is in a rural area. A greater degree ofauthentication may be required when the UAV is in an urban area thanwhen the UAV is in a suburban area. A greater degree of authenticationmay be required when the UAV is in a suburban area than when the UAV iswithin a rural area.

The environmental conditions may include a population density of theenvironment. A greater degree of authentication may be required when theUAV is in an environment with greater population density than when theUAV is in an environment with lower population density. A greater degreeof authentication may be required when a UAV is in an environment with apopulation density that meets or exceeds a population threshold, and alesser degree of authentication may be required when a UAV is in anenvironment with a population degree that does not exceed or is below apopulation threshold. Any number of population thresholds may beprovided, which may be used to determine a degree of authentication. Forexample, three population thresholds may be provided, where anincreasing degree of authentication may be required as each threshold ismet and/or exceeded.

The environmental conditions may include a degree of traffic within theenvironment. The traffic may include air traffic and/or surface-basedtraffic. Surface-based traffic may include ground vehicles and/or watervehicles in the environment. A greater degree of authentication may berequired when the UAV is in an environment with a higher degree oftraffic than when the UAV is in an environment with lesser degree oftraffic. A greater degree of authentication may be required when a UAVis in an environment with a degree of traffic that meets or exceeds atraffic threshold, and a lesser degree of authentication may be requiredwhen a UAV is in an environment with a degree of traffic that does notexceed or is below a traffic threshold. Any number of traffic thresholdsmay be provided, which may be used to determine a degree ofauthentication. For example, five traffic thresholds may be provided,where an increasing degree of authentication may be required as eachthreshold is met and/or exceeded.

The environmental conditions may include an environmental complexity ofthe environment. The environmental complexity may be indicative ofobstacles and/or potential safety hazards within the environment. Anenvironmental complexity factor can be used to represent the extent towhich an environment is occupied by obstacles. The environmentalcomplexity factor may be a quantitative or qualitative measure. In someembodiments, the environmental complexity factor may be determined basedon one or more of: the number of obstacles, the volume or percentage ofspace occupied by obstacles, the volume or percentage of space within acertain proximity to the UAV occupied by obstacles, the volume orpercentage of space unobstructed by obstacles, the volume or percentageof space within a certain proximity to the UAV unobstructed byobstacles, the proximity of obstacles to the UAV, the obstacle density(e.g., number of obstacles per unit space), the types of obstacles(e.g., stationary or mobile), the spatial disposition of obstacles(e.g., position, orientation), the motion of obstacles (e.g., velocity,acceleration), and so on. For instance, an environment having arelatively high obstacle density would be associated with a highenvironmental complexity factor (e.g., indoor environment, urbanenvironment), whereas an environment having a relatively low obstacledensity would be associated with a low environmental complexity factor(e.g., high altitude environment). As another example, an environment inwhich a large percentage of space is occupied by obstacles would have ahigher complexity, whereas an environment having a large percentage ofunobstructed space would have a lower complexity. An environmentalcomplexity factor can then be computed based on a generatedenvironmental representation. An environmental complexity factor can bedetermined based on a three-dimensional digital representation of theenvironment generated using the sensor data. The three-dimensionaldigital representation can comprise a three-dimensional point cloud oran occupancy grid. A greater degree of authentication may be requiredwhen the UAV is in an environment with more environmental complexitythan when the UAV is in an environment with less environmentalcomplexity. A greater degree of authentication may be required when aUAV is in an environment with a degree of environmental complexity thatmeets or exceeds an environmental complexity threshold, and a lesserdegree of authentication may be required when a UAV is in an environmentwith a degree of environmental complexity that does not exceed or isbelow an environmental complexity threshold. Any number of environmentalcomplexity thresholds may be provided, which may be used to determine adegree of authentication. For example, two environmental complexitythresholds may be provided, where an increasing degree of authenticationmay be required as each threshold is met and/or exceeded.

The environmental conditions may include environmental climateconditions. Examples of climate conditions may include, but are notlimited to, temperature, precipitation, wind speed or direction, or anyother climate conditions. A greater degree of authentication may berequired when the UAV is in an environment with more extreme orpotentially harmful climate conditions than when the UAV is in anenvironment with less extreme or harmful climate conditions. A greaterdegree of authentication may be required when a UAV is in an environmentthat meets or exceeds a climate threshold, and a lesser degree ofauthentication may be required when a UAV is in an environment that doesnot exceed or is below a climate threshold. Any number of climatethresholds may be provided, which may be used to determine a degree ofauthentication. For example, multiple climate thresholds may beprovided, where an increasing degree of authentication may be requiredas each threshold is met and/or exceeded.

Contextual information may include geographical information. Forinstance, the contextual information may include a location of a UAV.Contextual information may comprise geographic flight restrictions forthe location of the UAV. Some locations may be classified as sensitivelocations. In some examples, the locations may include airports,schools, campuses, hospitals, military zones, secured zones, researchfacilities, jurisdictional landmarks, power plants, private residences,shopping malls, gathering places, or any other type of location. In someinstances, the locations may be categorized into one or more categoriesthat may indicative of a level of “sensitivity” of the locations. Agreater degree of authentication may be required when the UAV is at alocation with a higher degree of sensitivity than when the UAV is at alocation with lesser degree of sensitivity. For example, a greaterdegree of authentication may be required when a UAV is at a securitymilitary installation than when a user is at shopping mall. A greaterdegree of authentication may be required when a UAV is at a locationwith a degree of sensitivity that meets or exceeds a locationsensitivity threshold, and a lesser degree of authentication may berequired when a UAV is at a location with a degree of sensitivity thatdoes not exceed or is below a location sensitivity threshold. Any numberof location sensitivity thresholds may be provided, which may be used todetermine a degree of authentication. For example, multiple locationsensitivity thresholds may be provided, where an increasing degree ofauthentication may be required as each threshold is met and/or exceeded.

Contextual information may include time-based information. Time-basedinformation may include time of day, day of the week, date, month,quarter, season, year, or any other time-based information. A greaterdegree of authentication may be required for time periods than othertime periods. For example, a greater degree of authentication may berequired on a day of a week with higher historic traffic. A greaterdegree of authentication may be required for a time of day with higherhistoric traffic or accidents. A greater degree of authentication may berequired for a season with more extreme environmental climate. A greaterdegree of authentication may be required when time is within one or morespecified time range. Any number of specified time ranges may beprovided, which may be used to determine a degree of authentication. Forexample, ten time ranges may be provided, with different degrees ortypes of authentication required for each time range. In some instances,multiple types of time ranges may be weighed simultaneously indetermining a degree of authentication. For example, time of day and dayof the week may be considered and weighed to determine a degree ofauthentication.

Contextual information may include information relating to a user. Thecontextual information may include an identity of a user. The identityof the user may be indicative of a user type. The contextual informationmay include a user type. An example of user type may include a skilllevel and/or experience of the user. Any other user information asdescribed elsewhere herein may be used as contextual information. Agreater degree of authentication may be required when the user has lessskill or experience than when a user has more skill or experience. Alesser degree of authentication may be required when the user has askill or experience level that meets or exceeds a skill or experiencethreshold, and a greater degree of authentication may be required whenthe user has a skill or experience level that is less than or equal to askill or experience threshold. Any number of skill or experiencethresholds may be provided, which may be used to determine a degree ofauthentication. For example, three skill or experience thresholds may beprovided, where a decreasing degree of authentication may be required aseach threshold is met and/or exceeded.

Contextual information may include information relating to a UAV. Thecontextual information may include an identity of a UAV. The identity ofthe UAV may be indicative of a UAV type. The contextual information mayinclude a UAV type. An example of UAV type may include a model of a UAV.Any other UAV information as described elsewhere herein may be used ascontextual information. A greater degree of authentication may berequired when the UAV model is a more complex or difficult to handlemodel than when the UAV model is a more simple or easy to handle model.A greater degree of authentication may be required when the UAV modelcomplexity or difficulty meets or exceeds a complexity or difficultythreshold, and a lesser degree of authentication may be required whenthe UAV model complexity or difficulty is less than or equal to acomplexity or difficulty threshold. Any number of complexity ordifficulty thresholds may be provided, which may be used to determine adegree of authentication. For example, four complexity or difficultythresholds may be provided, where an increasing degree of authenticationmay be required as each threshold is met and/or exceeded.

The contextual information may include a complexity of a task to beperformed by the UAV. The UAV may perform one or more tasks during amission. The task may include flying along a flight path. The task mayinclude collecting data about the UAV environment. The task may includetransmitting data from the UAV. The task may include picking up,carrying, and/or depositing a payload. The task may include managingpower on-board the UAV. The mission may include a surveillance orphotography mission. In some instances, task complexity may be greaterwhen greater computing or processing resources on-board the UAV are usedin completing the task. In one example, a task to detect a moving targetand follow the moving target with the UAV may be more complex than atask to play pre-recorded music from a speaker of the UAV. A greaterdegree of authentication may be required when the UAV task is morecomplex than when the UAV task is more simple. A greater degree ofauthentication may be required when the UAV task complexity meets orexceeds a task complexity threshold, and a lesser degree ofauthentication may be required when the UAV task complexity is less thanor equal to a task complexity threshold. Any number of task complexitythresholds may be provided, which may be used to determine a degree ofauthentication. For example, multiple task complexity thresholds may beprovided, where an increasing degree of authentication may be requiredas each threshold is met and/or exceeded.

The contextual information may include information about surroundingcommunication systems. For example, the presence or absence of wirelesssignals in the environment may be an example of contextual information.In some instances, a likelihood of impacting one or more surroundingwireless signals may be provided as contextual information. The numberof wireless signals in an environment may or may not affect thelikelihood of impacting one or more surrounding wireless signals. If alarger number of signals are provided, there may be a higher likelihoodthat a least one of them may be affected. The security level of thewireless signals in the environment may or may not affect the likelihoodof impacting one or more surrounding wireless signals. For example, themore wireless signals that have some security on them, the less likelythat they will be affected. A greater degree of authentication may berequired when the likelihood of affecting one or more surroundingwireless signals is higher than when the likelihood of affecting one ormore surrounding wireless signals is lower. A greater degree ofauthentication may be required when the likelihood of affecting one ormore surrounding wireless signal meets or exceeds a communicationthreshold, and a lesser degree of authentication may be required whenthe likelihood of affecting one or more surrounding wireless signal isless than or equal to a communication threshold. Any number ofcommunication thresholds may be provided, which may be used to determinea degree of authentication. For example, multiple communicationthresholds may be provided, where an increasing degree of authenticationmay be required as each threshold is met and/or exceeded.

A risk to interference with an operation of the UAV may be an example ofcontextual information. The contextual information may includeinformation about risk of hacking/hijacking of a UAV. Another user mayattempt to take over control of the UAV in an unauthorized fashion. Agreater degree of authentication may be required when there is a higherrisk of hacking/hijacking than when the risk of hacking/hijacking islower. A greater degree of authentication may be required when the riskof hacking/hijacking meets or exceeds a risk threshold, and a lesserdegree of authentication may be required when the risk ofhacking/hijacking is less than or equal to a risk threshold. Any numberof risk thresholds may be provided, which may be used to determine adegree of authentication. For example, multiple risk thresholds may beprovided, where an increasing degree of authentication may be requiredas each threshold is met and/or exceeded.

The contextual information may include information about risk ofinterference with communications of the UAV. For instance, anotherunauthorized user may interfere with an authorized user's communicationswith the UAV in an unauthorized fashion. The unauthorized user mayinterfere with commands from the authorized user to the UAV, which mayaffect control of the UAV. The unauthorized user may interfere with datafrom the UAV to a device of the authorized user. A greater degree ofauthentication may be required when there is a higher risk ofinterference with UAV communications than when the risk interferencewith the UAV communications is lower. A greater degree of authenticationmay be required when the risk of interference with the UAVcommunications meets or exceeds a risk threshold, and a lesser degree ofauthentication may be required when the risk of interference with theUAV communications is less than or equal to a risk threshold. Any numberof risk thresholds may be provided, which may be used to determine adegree of authentication. For example, multiple risk thresholds may beprovided, where an increasing degree of authentication may be requiredas each threshold is met and/or exceeded.

The contextual information may include information about one or moresets of flight regulations. The contextual information may includeinformation about a degree of flight restrictions in an area. This maybe based on current flight restrictions or historic flight restrictions.The flight restrictions may be imposed by a control entity. A greaterdegree of authentication may be required when there is a greater degreeof flight restrictions in the area than when there is a lesser degree offlight restrictions in the area. A greater degree of authentication maybe required when the degree of flight restrictions in the area meets orexceeds a restriction threshold, and a lesser degree of authenticationmay be required when the degree of flight restrictions in the area isless than or equal to a restriction threshold. Any number of restrictionthresholds may be provided, which may be used to determine a degree ofauthentication. For example, multiple restriction thresholds may beprovided, where an increasing degree of authentication may be requiredas each threshold is met and/or exceeded.

Any type of contextual information may be used alone or in combinationin determining a degree of authentication for a user and/or UAV. Thetype of contextual information used may remain the same over time, ormay change. When multiple types of contextual information are assessed,they may be assessed substantially simultaneously in coming to thedetermination of the degree of authentication. The multiple types ofcontextual information may be considered as equal factors.Alternatively, the multiple types of contextual information may beweighted, and need not necessarily be equal factors. The types ofcontextual information with greater weight may have greater bearing onthe degree of authentication that is determined.

The determination of the degree of authentication may be made on-board aUAV. The UAV may receive and/or generate the contextual information thatis used. One or more processors of the UAV may receive the contextualinformation, either from external data sources (e.g., authenticationsystem), or data sources on-board the UAV (e.g., sensors, clock). Insome embodiments, the one or more processors may receive informationfrom an air control system off-board the UAV. The information from theair control system may be assessed to determine a degree ofauthentication. The information from the air control system may becontextual information, or may be in addition to types of contextualinformation described elsewhere herein. The one or more processors mayuse the contextual information received to make the determination.

The determination of degree of authentication may be made off-board aUAV. For instance, the determination may be made by an authenticationsystem. In some instances, an air control system or authenticationcenter off-board a UAV may make a determination about the degree ofauthentication. One or more processors of the authentication system mayreceive the contextual information, either from external data sources(e.g., UAV, external sensors, remote controller), or data sourceson-board the authentication system (e.g., clock, information about otherUAVs). In some embodiments, the one or more processors may receiveinformation from a UAV, remote controller, remote sensor, or otherexternal device off-board the authentication system. The one or moreprocessors may use the contextual information received to make thedetermination.

In another instance, the determination may be made on-board a remotecontroller of a user. The remote controller may receive and/or generatethe contextual information that is used. One or more processors of theremote controller may receive the contextual information, either fromexternal data sources (e.g., authentication system), or data sourceson-board the remote controller (e.g., memory, clock). In someembodiments, the one or more processors may receive information from anair control system off-board the remote controller. The information fromthe air control system may be assessed to determine a degree ofauthentication. The information from the air control system may becontextual information, or may be in addition to types of contextualinformation described elsewhere herein. The one or more processors mayuse the contextual information received to make the determination.

Any other external device may be used in making a determination of thedegree of authentication based on the contextual information. A singleexternal device may be used or multiple external devices may be usedtogether. The other external device may receive the contextualinformation from an off-board or on-board source. The other externaldevice may include one or more processors that may use the contextualinformation received to make the determination.

FIG. 10 shows an illustration of a level of flight regulation may beaffected by a degree of authentication, in accordance with an embodimentof the invention. A set of flight regulations may be generated, that mayaffect operation of the UAV. The set of flight regulations may begenerated based on a degree of authentication. The set of flightregulations may be generated based on the degree of authentication thatwas completed. Whether the authentication was successfully passed may beconsidered. The degree of authentication may apply to any part of thesystem, such as UAV authentication, user authentication, remotecontroller authentication, geo-fencing device authentication, and/or anyother type of authentication.

In some embodiments, as a degree of authentication 1010 increases, alevel of flight regulation 1020 may decrease. If a greater degree ofauthentication has been formed, there may be less concern and need forrestrictions on flight. The degree of authentication and the level offlight regulation may be inversely proportional. The degree ofauthentication and the level of flight regulation may be linearlyproportional (e.g., linearly inversely proportional). The degree ofauthentication and the level of flight regulation may be exponentiallyproportional (e.g., exponentially inversely proportional). Any otherinverse relationship may be provided between degree of authenticationand level of flight regulation. In alternative embodiments, therelationship may be directly proportional. The relationship may bedirectly linearly proportional, directly exponentially proportional, orany other relationship. The level of flight regulation may depend on thedegree of authentication performed. In alternatively embodiments, thelevel of flight regulation may be independent of the degree ofauthentication. The level of flight regulation may or may not beselected with regard to the degree of authentication. A more restrictiveset of flight regulations is generated when the degree of authenticationis lesser. A less restrictive set of flight regulations is generatedwhen the degree of authentication is greater. A set of flightregulations may or may not be generated based on the degree ofauthentication.

An aspect of the invention is directed to a method of determining alevel of flight regulation for operation of a UAV, said methodcomprising: assessing, using one or more processors, a degree ofauthentication of the UAV or a user of the UAV; effecting authenticationof the UAV or the user in accordance with the degree of authentication;generating a set of flight regulations based on the degree ofauthentication; and effecting operation of the UAV in accordance withthe set of flight regulations. Similarly an embodiment of the inventionmay be directed to a non-transitory computer readable medium containingprogram instructions for determining a level of flight regulation for aUAV, said computer readable medium comprising: program instructions forassessing a degree of authentication of the UAV or a user of the UAV;program instructions for effecting authentication of the UAV or the userin accordance with the degree of authentication; program instructionsfor generating a set of flight regulations based on the degree ofauthentication; and program instructions for providing a signal thatpermits operation of the UAV in accordance with the set of flightregulations.

A UAV authentication system may be provided, comprising: a communicationmodule; and one or more processors operably coupled to the communicationmodule and configured to individually or collectively: assess a degreeof authentication of the UAV or a user of the UAV; effect authenticationof the UAV or the user in accordance with the degree of authentication;and generate a set of flight regulations based on the degree ofauthentication. A UAV authentication module may comprise: one or moreprocessors configured to individually or collectively: assess a degreeof authentication of the UAV or a user of the UAV; effect authenticationof the UAV or the user in accordance with the degree of authentication;and generate a set of flight regulations based on the degree ofauthentication.

As described elsewhere herein, the degree of authentication may includenot requiring any authentication for the user and/or UAV. For example,the degree of authentication can be zero. Thus, the degree ofauthentication may comprise no authentication of the UAV or the user.The degree of authentication may include authentication of both the UAVand the user. The degree of authentication may include authentication ofthe UAV without requiring authentication of the user, or may includeauthentication of the user without requiring authentication of the UAV.

The degree of authentication may be selected from a plurality of optionsfor degrees of authentication for the UAV and/or the user. For example,three options for degrees of authentication of the UAV and/or the usermay be provided (e.g., high degree of authentication, moderate degree ofauthentication, or low degree of authentication. Any number of optionsfor degrees of authentication may be provided (e.g., 2 or more, 3 ormore, 4 or more, 5 or more, 6 or more, 7 or more, 8 or more, 9 or more,10 or more, 12 or more, 15 or more, 20 or more, 25 or more options). Insome instances, a degree of authentication may be generated and/ordetermined without selecting from one or more predetermined options. Thedegree of authentication may be generated on the fly. The UAV and/oruser may be authenticated in accordance with the degree ofauthentication. The UAV and/or user may be considered to beauthenticated if/when they pass the authentication process. The UAVand/or user may be considered to not be authenticated if they undergothe authentication process but do not pass. For example, anidentifier/key mismatch may be an example of when authentication is notpassed. Biometric data that is provided that does not match thebiometric data on file may be another example of when authentication isnot passed. Providing an incorrect login username/password combinationmay be an additional example of when the authentication process is notpassed.

Information about a degree of authentication may include a level orcategory of authentication that has occurred. The level of category maybe qualitative and/or quantitative. Information about a degree ofauthentication may include one or more types of authentication that haveoccurred. Information about a degree of authentication may include datacollected during authentication (e.g., if authentication includesprocessing biological data, the biological data itself may be provided).

The set of flight regulations may be generated based on the degree ofauthentication. Any description herein of degree of authentication mayalso apply to type of authentication. The set of flight regulations maybe generated in accordance with any technique as described elsewhereherein. For example, the set of flight regulations are generated byselecting the set of flight regulations from a plurality of setregulations. In another example, the set of flight regulations may begenerated from scratch. The set of flight regulations may be generatedwith aid of an input from a user.

The set of flight regulations may be generated with aid of one or moreprocessors. The generation of the set of flight regulations may occuron-board a UAV. The UAV may receive and/or generate the degree ofauthentication that is used. One or more processors of the UAV mayreceive the information pertaining to the degree of authentication, fromexternal data sources, or data sources on-board the UAV. In someembodiments, the one or more processors may receive information from anair control system off-board the UAV. The information from the aircontrol system may be assessed to generate a set of flight regulations.The one or more processors may use the information about the degree ofauthentication received to make the determination.

The generation of a set of flight regulations may occur off-board a UAV.For instance, the generation of the set of flight regulations may beeffected by an authentication system. In some instances, an air controlsystem or authentication center off-board a UAV may generate the set offlight regulations. One or more processors of the authentication systemmay receive the information pertaining to the degree of authentication,either from external data sources, or data sources on-board theauthentication system. In some embodiments, the one or more processorsmay receive information from a UAV, remote controller, remote sensor, orother external device off-board the authentication system. The one ormore processors may use the information about the degree ofauthentication received to make the determination.

In another instance, the generational of the set of flight regulationsmay occur on-board a remote controller of a user. The remote controllermay receive and/or generate the degree of authentication that is used.One or more processors of the remote controller may receive theinformation pertaining to the degree of authentication, either fromexternal data sources or data sources on-board the remote controller. Insome embodiments, the one or more processors may receive informationfrom an air control system off-board the remote controller. Theinformation from the air control system may be assessed to generate aset of flight regulations. The one or more processors may use theinformation about the degree of authentication to make thedetermination.

Any other external device may be used in generating a set of flightregulations based on the degree of authentication. A single externaldevice may be used or multiple external devices may be used together.The other external device may receive the information about the degreeof authentication from an off-board or on-board source. The otherexternal device may include one or more processors that may use theinformation about the degree of authentication received to make thedetermination.

A UAV may be operated in accordance with the set of flight regulations.A user of the UAV may issue one or more commands that effects operationof the UAV. The commands may be issued with aid of a remote controller.The operation of the UAV may be effected in compliance with the set offlight regulations. If one or more commands are not in compliance withthe set of flight regulations, the commands may be overridden so the UAVremains in compliance with the set of flight regulations. When thecommands are in compliance with the set of flight regulations, thecommands need not be overridden, and may be able to effect control ofthe UAV without interference.

Device Identification Storage

FIG. 11 shows an example of device information that may be stored inmemory, in accordance with an embodiment of the invention. A memorystorage system 1110 may be provided. Information from one or more users1115 a, 1115 b, one or more user terminals 1120 a, 1120 b, and/or one ormore UAVs 1130 a, 1130 b may be provided. The information may includeone or more commands, associated user identifier, associated UAVidentifier, associated timing information, and any other associatedinformation. One or more sets of information 1140 may be stored.

The memory storage system 1110 may include one or more memory storageunits. The memory storage system may include one or more databases thatmay store the information described herein. The memory storage systemmay include computer readable media. One or more electronic storageunits, such memory (e.g., read-only memory, random-access memory, flashmemory) or a hard disk, may be provided. “Storage” type media caninclude any or all of the tangible memory of the computers, processorsor the like, or associated modules thereof, such as varioussemiconductor memories, tape drives, disk drives and the like, which mayprovide non-transitory storage at any time for the software programming.In some embodiments, non-volatile storage media include, for example,optical or magnetic disks, such as any of the storage devices in anycomputer(s) or the like, such as may be used to implement the databases,etc. Volatile storage media include dynamic memory, such as main memoryof such a computer platform. Tangible transmission media include coaxialcables; copper wire and fiber optics, including the wires that comprisea bus within a computer system. Carrier-wave transmission media may takethe form of electric or electromagnetic signals, or acoustic or lightwaves such as those generated during radio frequency (RF) and infrared(IR) data communications. Common forms of computer-readable mediatherefore include for example: a floppy disk, a flexible disk, harddisk, magnetic tape, any other magnetic medium, a CD-ROM, DVD orDVD-ROM, any other optical medium, punch cards paper tape, any otherphysical storage medium with patterns of holes, a RAM, a ROM, a PROM andEPROM, a FLASH-EPROM, any other memory chip or cartridge, a carrier wavetransporting data or instructions, cables or links transporting such acarrier wave, or any other medium from which a computer may readprogramming code and/or data. Many of these forms of computer readablemedia may be involved in carrying one or more sequences of one or moreinstructions to a processor for execution.

The memory storage system may be provided at a single location or may bedistributed over multiple locations. In some embodiments, the memorystorage system may include a single memory storage unit, or multiplememory storage units. A cloud computer infrastructure may be provided.In some instances, a peer-to-peer (P2P) memory storage system may beprovided.

The memory storage system may be provided off-board a UAV. The memorystorage system may be provided on a device external to UAVs. The memorystorage system may be provided off-board a remote controller. The memorystorage system may be provided on a device external to remotecontrollers. The memory storage system may be off-board UAVs and remotecontrollers. The memory storage system may be part of authenticationsystem. The memory storage system may be part of an air control system.The memory storage system may include one or more memory units that maybe one or more memory units of an authentication system, such as an aircontrol system. Alternatively, the memory storage system may be separatefrom an authentication system. The memory storage system may be ownedand/or operated by the same entity as the authentication system.Alternatively, the memory storage system may be owned and/or operated bya different entity as the authentication system.

A communication system may include one or more recorders. The one ormore recorders may receive data from any devices of the communicationsystem. For example, the one or more recorders may receive data from oneor more UAVs. The one or more recorders may receive data from one ormore users and/or remote controllers. The one or more memory storageunits may be provided over the one or more recorders. For instance, theone or more memory storage units may be provided over one or morerecorders that receive one or more messages from the UAVs, users, and/orremote controllers. The one or more recorders may or may not have alimited range of receiving information. For example, a recorder may beconfigured to receive data from a device that is within the samephysical area as the recorder. For example, a first recorder may receiveinformation from a UAV when the UAV is in a first zone, and a secondrecorder may receive information from the UAV when the UAV is in asecond zone. Alternatively, the recorders do not have a limited rangeand may receive information from devices (e.g., UAVs, remotecontrollers) regardless of the location of the device. The recorders maybe the memory storage units and/or may convey the gathered informationto the memory storage units.

Information from one or more users 1115 a, 1115 b may be stored in thememory storage system. The information may include user identificationinformation. Examples of user identification information may include auser identifier (e.g., USERID1, USERID2, USERID3, . . . ). The useridentifier may be unique to the user. In some instances the informationfrom the users may include information useful for identifying and/orauthenticating the user. The information from the one or more users mayinclude information about the users. The information from the one ormore users may include one or more commands (e.g., COMMAND1, COMMAND2,COMMAND3, COMMAND4, COMMAND5, COMMAND6, . . . ) from the user. The oneor more commands may include commands that effect operation of the UAV.The one or more commands may be used to control flight of the UAV,take-off of the UAV, landing of the UAV, operation of a payload of theUAV, operation of a carrier of the UAV, operation of one or more sensorson-board a UAV, one or more communication units of the UAV, one or morepower unit of the UAV, one or more navigation units of the UAV, and/orany features of the UAV. Any other type of information may be providedfrom the one or more users and may be stored in the memory storagesystem.

In some embodiments, all user inputs may be stored in the memory storagesystem. Alternatively, only selected user inputs may be stored in thememory storage system. In some instances, only certain types of userinputs are stored in the memory storage system. For instance, in someembodiments, only user identification inputs and/or command informationis stored in the memory storage system.

The users may optionally provide information to the memory storagesystem with aid of one or more user terminals 1120 a, 1120 b. The userterminals may be a device capable of interacting with a user. The userterminal may be capable of interacting with a UAV. The user terminal maybe a remote controller configured to send one or more operationalcommands to the UAV. The user terminal may be a display deviceconfigured to show data based on information received from the UAV. Theuser terminal may be capable of both sending information to the UAV andreceiving information from the UAV.

Users may provide information to the memory storage system with aid ofany other type of device. For example one or more computers or otherdevices may be provided that may be capable of receiving a user input.The devices may be capable of communication user input to the memorystorage device. The devices need not interact with the UAVs.

The user terminals 1120 a, 1120 b may provide information to the memorystorage system. The user terminals may provide information relating to auser, user commands, or any other type of information. The userterminals may provide information about the user terminals themselves.For instances, user terminal identification may be provided. In someinstances, a user identifier and/or user terminal identifier may beprovided. Optionally a user key and/or user terminal key may beprovided. In some examples, a user does not provide any input relatingto the user key, but the user key information may be stored on the userterminal or may be accessible by the user terminal. In some instances,the user key information may be stored on a physical memory of the userterminal. Alternatively, the user key information may be storedoff-board (e.g., on the cloud) and may be accessible by the userterminal. In some embodiments, the user terminals may convey the useridentifiers and/or associated commands.

The UAVs 1130 a, 1130 b may provide information to the memory storagesystem. The UAVs may provide information relating to the UAV. Forexample, UAV identification information may be provided. Examples of UAVidentification information may include a UAV identifier (e.g., UAVID1,UAVID2, UAVID3, . . . ). The UAV identifier may be unique to the UAV. Insome instances the information from the UAVs may include informationuseful for identifying and/or authenticating the UAV. The informationfrom the one or more UAVs may include information about the UAVs. Theinformation from the one or more UAVs may include one or more commands(e.g., COMMAND1, COMMAND2, COMMAND3, COMMAND4, COMMAND5, COMMAND6, . . .) that we were received by the UAVs. The one or more commands mayinclude commands that effect operation of the UAV. The one or morecommands may be used to control flight of the UAV, take-off of the UAV,landing of the UAV, operation of a payload of the UAV, operation of acarrier of the UAV, operation of one or more sensors on-board a UAV, oneor more communication units of the UAV, one or more power unit of theUAV, one or more navigation units of the UAV, and/or any features of theUAV. Any other type of information may be provided from the one or moreUAVs and may be stored in the memory storage system.

In some embodiments, a user may be authenticated before user-relatedinformation is stored in the memory storage system. For example, theuser may be authenticated before a user identifier is obtained and/orstored by the memory storage system. Thus, in some implementations, onlyauthenticated user identifiers are stored in the memory storage system.Alternatively, a user need not be authenticated and a purported useridentifier may be stored in the memory storage system prior toauthentication. If authentication is passed an indication may be madethat the user identifier has been verified. If authentication is notpassed, an indication may be made that the user identifier has beenflagged for suspicious activity, or that a failed attempt atauthentication was made using the user identifier.

Optionally, a UAV may be authenticated before UAV-related information isstored in the memory storage system. For example, the UAV may beauthenticated before a UAV identifier is obtained and/or stored by thememory storage system. Thus, in some implementations, only authenticatedUAV identifiers are stored in the memory storage system. Alternatively,a UAV need not be authenticated and a purported UAV identifier may bestored in the memory storage system prior to authentication. Ifauthentication is passed an indication may be made that the UAVidentifier has been verified. If authentication is not passed, anindication may be made that the UAV identifier has been flagged forsuspicious activity, or that a failed attempt at authentication was madeusing the UAV identifier.

In some embodiments, one or more flight commands are permitted only whena user is authorized to operate the UAV. A user and/or UAV may or maynot be authenticated prior to determining whether the user is authorizedto operate the UAV. A user and/or UAV may be authenticated prior toallowing the user to operate the UAV. In some instances, commands in thememory storage system may only be stored if the user is authorized tooperate the UAV. Commands in the memory storage system may only bestored if the user and/or UAV are authenticated.

The memory storage unit may store one or more sets 1140 of information.The sets of information may include information from the user, userterminal, and/or UAV. The sets of information may include one or morecommands, user identifier, UAV identifier, and/or associated time. Theuser identifier may be associated with the user who issued the command.The UAV may be associated with the UAV who received and/or executed thecommand. The time may be the time the command was issued and/orreceived. The time may be the time that the command was stored inmemory. The time may be the time that a UAV executed the command. Insome instances, a single command may be provided for a single set ofinformation. Alternatively multiple commands may be provided for asingle set of information. The multiple commands may include bothcommands issued by the user and corresponding commands received by theUAV. Alternatively, a single command may be provided, which may berecorded as it is issued from the user, or may be recorded as it isreceived by the UAV and/or executed by the UAV.

Thus, multiple sets of information may be provided with a relatedcommand. For example, a first set of information may be stored when thecommand is issued by the user. The time for the first set of informationmay be reflective of when the command was issued by the user or when theset of information was stored in the memory storage system. Optionally,data from a remote controller may be used to provide the first set ofinformation. A second set of information may be stored when the commandis received by the UAV. The time for the second set of information maybe reflective of when the command was received by the UAV or when theset of information was stored in the memory storage system. Optionally,data from a UAV may be used to provide the second set of informationbased on the related command. A third set of information may be storedwhen the command is executed by the UAV. The time for the third set ofinformation may be reflective of when the command was executed by theUAV or when the set of information was stored in the memory storagesystem. Optionally, data from a UAV may be used to provide the third setof information based on the related command.

The memory storage system may store sets of information relating to aparticular interaction between a first user and a first UAV. Forinstance, multiple commands may be issued during the interaction betweenthe first user and the first UAV. The interaction may be execution of amission. In some instances, the memory storage unit may only storeinformation pertaining to the particular interaction. Alternatively, thememory storage system may store information pertaining to multipleinteractions (e.g., multiple missions) between the first user and thefirst UAV. The memory storage system may optionally store informationaccording to the user identifier. Data that is tied to the first usermay be stored together. Alternatively, the memory storage unit may storeinformation according to the UAV identifier. Data that is tied to thefirst UAV may be stored together. The memory storage unit may storeinformation according to user-UAV interactions. For instance, data thatis tied to the first UAV and the first user together may be storedtogether. In some instances, only information relating to the user, theUAV, or the user-UAV combination may be stored in the memory storageunit.

Alternatively, the memory storage system may store sets of informationpertaining to interactions between multiple users and/or UAVs. Thememory storage system may be a data repository that collects informationfrom multiple users and/or UAVs. The memory storage system may storeinformation from multiple missions, which may include various users,various UAVs, and/or various user-UAV combinations. In some instances,the information sets in the memory storage system may be searchable orindex-able. The information sets may be found or indexed according toany parameter, such as user identity, UAV identity, time, user-UAVcombinations, types of commands, locations, or any other information.The information sets may be stored in accordance with any parameter.

In some instances, information in the memory storage system may beanalyzed. The information sets may be analyzed to detect one or morepatterns of behavior. The information sets may be analyzed to detect oneor more characteristics that may be related to an accident orundesirable condition. For example, if a particular user frequentlycrashes a particular model of UAV, this data may be extracted. Inanother example, if another user tends to attempt to fly UAVs intoregions where flight is not permitted in accordance with a set of flightregulations, such information may be extracted. Statistical analysis maybe performed on the information sets in the memory storage units. Suchstatistical analysis may be useful for identifying trends or correlatedfactors. For example, it may be noticed that certain UAV models may havea higher accident rate overall than other UAV models. The informationsets may be analyzed to determine that when the temperature in theenvironment falls beneath 5 degrees C., there may be a highermalfunction rate of UAVs in general. Thus, information in the memorystorage system may be analyzed generally to gather information aboutoperation of UAVs. Such general analysis need not be in response toparticular events or scenarios.

The information from the memory storage system may be analyzed inresponse to particular events or scenarios. For example, if a UAV crashoccurs, information associated with the UAV may be analyzed to providefurther forensic information about the crash. If a UAV crash occursduring a mission, information sets collected during the mission may bepulled together and analyzed. For example, a mismatch between an issuedcommand and a received command may be identified. Environmentalconditions at the time of the crash may be analyzed. The presence ofother UAVs or obstacles in the region may be analyzed. In someembodiments, information sets for the UAV from other missions may alsobe pulled. For example, in other missions, it may be detected that therewere several near misses or malfunctions. Such information may be usefulin determining the cause of the crash and/or any actions that need to betaken after the crash.

The information in the information sets may be used to trackindividualized UAV activity. For example, one or more commands,associated user identifier(s), and associated UAV identifier(s) may beused to track individualized UAV activity.

Information sets may store commands, user information, UAV information,timing information, location information, environmental conditioninformation, flight regulation information, or any detected conditions.Any information may be corresponding to a command. For example,geographical information may include location of a UAV and/or remotecontroller when the command is issued. The geographical information mayalso be indicative of whether the UAV falls into a zone for the purposesof considering flight regulations. The environmental condition mayinclude one or more environmental conditions of the area. For example,when the command is issued or received, the environmental complexity ofan area around the UAV may be considered. A climate that the UAV isexperiencing when the command is issued or received may be considered.The command may occur at a point in time.

The memory storage system may be updated in real-time. For instance, ascommands are issued, received, and/or executed, they may be recorded inthe memory storage system, along with any other information from theinformation set. This may occur in real-time. The commands and anyrelated information in the information set may be stored within lessthan 10 minutes, 5 minutes, 3 minutes, 2 minutes, 1 minute, 30 seconds,15 seconds, 10 seconds, 5 seconds, 3 seconds, 1 second, 0.5 seconds, or0.1 seconds of the command being issued, received, and/or executed. Theinformation sets may be stored or recorded in the memory storage systemin any manner. They may be recorded as they come in without regard toother parameters, such as user identity, UAV identity, or user-UAVcombination. Alternatively, they may be recorded with regard to otherparameters. For instance, all the information sets for the same user maybe stored together. Even if the information sets are not all storedtogether, they may be searchable and/or index-able to find associatedinformation. For instance, if the information sets for a particular usercome in at different points in time and are recorded together withinformation sets from other users, the information sets may besearchable to find all the information sets associated with the user.

In alternative embodiments, the memory storage system may not need to beupdated in real-time. The memory storage system may be updatedperiodically at regular or irregular time intervals. For instance, thememory storage system may be updated every week, every day, everyseveral hours, every hour, every half hour, every quarter hour, every 10minutes, every 5 minutes, every 3 minutes, every minute, every 30seconds, every 15 seconds, every 10 seconds, every 5 seconds, or every 1second. In some instances, an update schedule may be provided, which mayinclude regular or irregular update times. The update schedule may befixed, or may be alterable. In some instances, the update schedule maybe altered by an operator or manager of the memory storage system. Theupdate schedule may be altered by an operator or manager of anauthentication system. A user of a UAV may or may not be able to alterthe update schedule. A user of a UAV may be able to alter an updateschedule of a UAV associated with the user. The user may be able toalter an update schedule for a UAV the user is authorized to operate.

The memory storage system may be updated in response to a detected eventor condition. For instance, the memory storage system may request orpull information sets from one or more external sources (e.g., remotecontrollers, UAVs, users) when an operator of the memory storage systemrequests the information. In another example, the memory storage systemmay be able to request or pull information sets when a detectedcondition, such as a detected crash, occurs. In some instances, the oneor more external sources (e.g., remote controllers, UAVs, users) maypush information sets to the memory storage system. For example, if aUAV detects that the UAV is approaching a flight-restricted zone, theUAV may push an information set to the memory storage system. In anotherexample, if a remote controller or UAV recognizes that there may be someinterfering wireless signal, they may push information sets to thememory storage unit.

An aspect of the invention may be directed to a method of recordingunmanned aerial vehicle (UAV) behavior, said method comprising:receiving a UAV identifier that uniquely identifies the UAV from otherUAVs; receiving a user identifier that uniquely identifies the user fromother users, wherein the user provides one or more commands to effectoperation of the UAV via a remote controller; and recording, in one ormore memory storage units, the one or more commands, the user identifierassociated with the one or more commands, and the UAV identifierassociated with the one or more commands. Similarly, a non-transitorycomputer readable medium containing program instructions for recordingunmanned aerial vehicle (UAV) behavior may be provided in accordancewith embodiments of the invention, said computer readable mediumcomprising: program instructions for associating a user identifier withone or more commands from a user, wherein the user identifier thatuniquely identifies the user from other users, and wherein the userprovides one or more commands to effect operation of the UAV via aremote controller; program instructions for associating a UAV identifierwith the one or more commands, wherein the UAV identifier uniquelyidentifies the UAV from other UAVs; and program instructions forrecording, in one or more memory storage units, the one or morecommands, the user identifier associated with the one or more commands,and the UAV identifier associated with the one or more commands.

An unmanned aerial vehicle (UAV) behavior recordation system may beprovided in accordance with an embodiment of the invention. The systemmay comprise: one or more memory storage units; and one or moreprocessors operably coupled to the one or more memory storage units andconfigured to individually or collectively: receive a UAV identifierthat uniquely identifies the UAV from other UAVs; receive a useridentifier that uniquely identifies the user from other users, whereinthe user provides one or more commands to effect operation of the UAVvia a remote controller; and record, in the one or more memory storageunits, the one or more commands, the user identifier associated with theone or more commands, and the UAV identifier associated with the one ormore commands.

A memory storage system may store the information sets for any period oftime. In some instances, the information sets may be storedindefinitely, until they are deleted. Deletion of information sets mayor may not be permitted. In some instances, only an operator oradministrator of the memory storage system may be permitted to interactwith the data stored in the memory storage system. In some instances,only an operator of an authentication system (e.g., air control system,authentication center) may be permitted to interact with the data storedin the memory storage system.

Optionally, the information sets may be automatically deleted after aperiod of time. The period of time may be pre-established. For instance,information sets may be automatically deleted after greater than apredetermined period of time. Examples of predetermined periods of timemay include, but are not limited to 20 years, 15 years, 12 years, 10years, 7 years, 5 years, 4 years, 3 years, 2 years, 1 year, 9 months, 6months, 3 months, 2 months, 1 month, 4 weeks, 3 weeks, 2 weeks, 1 week,4 days, 3 days, 2 days, 1 day, 18 hours, 12 hours, 6 hours, 3 hours, 1hour, 30 minutes, or 10 minutes. In some instances, information sets maybe deleted manually only after the predetermined period of time haspassed.

Takeover Control

In some embodiments, operation of a UAV may be compromised. In oneexample, a user may operate a UAV. Another user (e.g., hijacker) mayattempt to take over control of the UAV in an unauthorized manner.Systems and methods described herein may permit detection of suchattempts. The systems and methods described herein may also provideresponses to such hijacking attempts. In some embodiments, informationcollected in a memory storage system may be analyzed to detecthijacking.

FIG. 12 shows an illustration of a scenario where a hijacker isattempting to take over control of a UAV, in accordance with anembodiment of the invention. A user 1210 may use a user remotecontroller 1215 to issue user commands to a UAV 1220. A hijacker 1230may use a hijacker remote controller 1235 to issue hijacker commands tothe UAV 1220. The hijacker commands may interfere with the usercommands.

In some embodiments, a user 1210 may be an authorized user of the UAV1220. A user may have an initial relationship with the UAV. The user mayoptionally be pre-registered with the UAV. The user may be operating theUAV prior to a hijacker attempt to take over control of the UAV. In someinstances, a user may operate the UAV if the user is an authorized userof the UAV. If a user is not an authorized user of the UAV, the user maynot be permitted to operate the UAV, or may operate the UAV in a morerestricted manner.

A user identity may be authenticated. In some instances, the useridentity may be authenticated prior to the user operating the UAV. Theuser may be authenticated prior to, concurrently with, or subsequent todetermining whether the user is an authorized user of the UAV. A usermay operate the UAV if the user is authenticated. If a user is notauthenticated, the user may not be permitted to operate the UAV, or mayoperate the UAV in a more restricted manner.

The user 1210 may use a user remote controller 1215 to control operationof the UAV 1220. The remote controller may obtain a user input. Theremote controller may transmit user commands to the UAV. The usercommands may be generated based on the user input. The user commands maycontrol operation of the UAV. For instance, the user commands maycontrol flight (e.g., flight path, take-off, landing) of the UAV. Theuser commands may control operation of one or more payloads, position ofone or more payloads, operation of one or more carriers, operation ofone or more sensors, operation of one or more communication units,operation of one or more navigation units, and/or operation of one ormore power units.

In some instances, the user commands may be continuously sent to theUAV. Even if the user does not actively provide an input at a moment intime, a command may be sent to the UAV to maintain status quo, or basedon the last input provided by the user. For example, if user inputincludes a movement of a joystick, and the user maintains the joystickat a particular angle, a flight command may be sent to the UAV based onthe joystick angle known from the previous motion. In some instances,user input may be continuously provided to the remote controller, evenif the user is not actively moving or physically changing anything. Forexample, if a user input includes tilting the remote controller to aparticular attitude, and the user does not adjust the attitude that hasbeen established, a user input may be constantly provided based on aconstantly measured attitude of the remote controller. For instance, ifthe remote controller is at angle A for an extended period of time,during that period of time, the user input may be interpreted as theattitude of the remote controller being angle A. The flight commands maybe transmitted to the UAV indicating a flight command in response to theremote controller being at angle A. The user commands to the UAV may beupdated in real-time. The user commands may be reflective of user inputswithin less than 1 minute, 30 seconds, 15 seconds, 10 seconds, 5seconds, 3 seconds, 2 seconds, 1 second, 0.5 seconds, 0.1 seconds, 0.05seconds, or 0.01 seconds.

Optionally, the user commands need not be continuously sent to the UAV.The user commands may be sent at regular or irregular periods of time.For example, user commands may be sent within less than or equal toevery hour, every 30 minutes, every 15 minutes, every 10 minutes, every5 minutes, every 3 minutes, every minute, every 30 seconds, every 15seconds, every 10 seconds, every 5 seconds, every 3 seconds, every 2seconds, every 1 second, every 0.5 seconds, or every 0.1 seconds. Theuser commands may be sent in accordance with a schedule. The schedulemay or may not be alterable. The user commands may be sent in responseto one or more detected events or conditions.

The user commands may be received by the UAV 1220. When the receiveduser commands at the UAV match the sent user commands from the userremote controller 1215, the UAV may be able to operate in accordancewith the commands from the user. The communication link between the UAVand the remote controller may be operational when the issued andreceived commands match. The commands may not have been dropped if theissued and received commands match. In some embodiments, if the issuedand received commands do not match, the commands may have been dropped(e.g., communication link between the remote controller and UAV may havebeen dropped), or an interfering command may be have been issued.

The hijacker 1230 may use a hijacker remote controller 1235 to controloperation of the UAV 1220. The remote controller may obtain a hijackerinput. The remote controller may transmit hijacker commands to the UAV.The hijacker commands may be generated based on the hijacker input. Thehijacker commands may control operation of the UAV. For instance, thehijacker commands may control flight (e.g., flight path, take-off,landing) of the UAV. The hijacker commands may control operation of oneor more payloads, position of one or more payloads, operation of one ormore carriers, operation of one or more sensors, operation of one ormore communication units, operation of one or more navigation units,and/or operation of one or more power units.

In some instances, the hijacker commands may be continuously sent to theUAV. This may occur in a similar manner to how user commands may becontinuously sent to the UAV. Alternatively, the hijacker commands neednot be continuously sent to the UAV. This may occur in a similar mannerto how user commands need not be continuously sent to the UAV. Thehijacker commands may be sent at regular or irregular periods of time.The hijacker commands may be sent in accordance with a schedule. Thehijacker commands may be sent in response to one or more detected eventsor conditions.

The hijacker commands may be received by the UAV 1220. When the receivedhijacker commands at the UAV match the sent hijacker commands from thehijacker remote controller 1235, the UAV may be able to operate inaccordance with the commands from the hijacker. The communication linkbetween the UAV and the hijacker remote controller may be operationalwhen the issued and received commands match. The hijacker may havesuccessfully taken over control of the UAV when the received commands bythe UAV match the issued commands from the hijacker receiver controller.In some instances, the hijacker may have successfully taken over controlof the UAV when the UAV executes one or more operations in accordancewith the hijacker commands. The hijacker may have successfully takenover when the UAV does not execute one or more operations in accordancewith the user commands.

When hijacker commands are received at the UAV, the UAV may or may notalso receive user commands. In one type of hijacking, a communicationlink between the UAV and the hijacker remote controller may interferewith a communication link between the UAV and the user remotecontroller. This may prevent user commands from reaching the UAV, or maycause the user commands to only unreliably be received by the UAV.Hijacker commands may or may not be received by the UAV. In someembodiments, the hijacker connection may interfere with the userconnection while the hijacker issues commands to take over control ofthe UAV. The UAV may only receive the hijacker commands in thisscenario. The UAV may operate in accordance with the hijacker commands.In another embodiment, the hijacker connection may interfere with theuser connection while the hijacker does not necessarily send commands tothe UAV. The inference of the signal may be sufficient to constitutehijacking or hacking of a user operation of a UAV. The UAV mayoptionally not receive any commands (e.g., may stop receiving usercommands that were previously coming in). The UAV may have one or moredefault actions that may take place when communications with the userare lost. For example, the UAV may hover in place. In another example,the UAV may return to a starting point of the mission.

In another type of hijacking, the UAV may receive both user commands andthe hijacker commands. The communication link between the UAV and thehijacker remote controller need not necessarily interfere with acommunication link between the UAV and the user remote controller. TheUAV may operate in accordance with the hijacker commands. The UAV maychoose to operate in accordance with the hijacker commands whileignoring the user commands. Alternatively, when multiple sets ofcommands are received by the UAV, the UAV may take one or more defaultactions. For example, the UAV may hover in place. In another example,the UAV may return to a starting point of the mission.

A hijacker may be an individual who is not authorized to operate theUAV. The hijacker may be an individual who is not pre-registered withthe UAV. The hijacker may be an individual who is not authorized to takeover control from the user to operate the UAV. The hijacker mayotherwise be authorized to operate the UAV. However, when a user isalready operating a UAV, the hijacker may not be authorized to interferewith the user's operation.

The systems and methods described herein may include detectinginterference with one or more commands from the user. This may includehijacking of the UAV. The user commands may be interfered with when theuser commands do not reach the UAV. The user commands may be interferedwith due to a communication connection between the UAV and the hijacker.In some instances, the hijacker may attempt to jam a signal between theuser and the UAV. The signal jamming may occur in response to a hijackercommunication with the UAV. Alternatively, the hijacker need not becommunicating with the UAV to jam a signal between a user and the UAV.For example, a hijacker device may broadcast a signal that may interferewith a user's communications with the UAV even if the hijacker device isnot issuing any hijacker commands. The user commands may be interferedwith even if the user commands do reach the UAV. The user commands maybe interfered with if the UAV does not perform an operation inaccordance with user commands. For instance, the UAV may choose toperform operations in accordance with hijacker commands instead of usercommands. Or the UAV may choose to take a default action, or no actioninstead of the user commands.

Hijacker commands may or may not be contradictory to user commands. Anunauthorized communication may interference with one or more commandsfrom the user providing contradictory commands to the UAV. In oneexample, the user commands may effect flight of the UAV and the hijackercommands may effect flight in a different manner. For instance, the usercommands may instruct the UAV to turn right while the hijacker commandsmay instruct the UAV to proceed forward. The user commands may instructthe UAV to rotate about a pitch axis while the hijacker commands mayinstruct the UAV to rotate about a yaw axis.

In addition to detecting interference, the systems and methods hereinmay permit an action to be taken in response to a detected inferencewith one or more commands from a user. The action may include alertingthe user about the interference. The action may include alerting one ormore other parties (e.g., operator or administrator of an authenticationsystem) about the interference. The action may include on or moredefault actions by the UAV (e.g., landing, hovering in place, returningto a starting point).

An aspect of the invention is directed to a method of alerting a userwhen operation of a UAV is compromised, said method comprising:authenticating a user to effect operation of the UAV; receiving one ormore commands from a remote controller that receives user inputs toeffect the operation of UAV; detecting an unauthorized communicationthat interferes with the one or more commands from the user; andalerting the user, via the remote controller, about the unauthorizedcommunication. In similar respects, a non-transitory computer readablemedium containing program instructions for alerting a user whenoperation of a UAV is compromised may be provided. Said computerreadable medium may comprise: program instructions for authenticating auser to effect operation of the UAV; program instructions for receivingone or more commands from a remote controller that receives user inputsto effect the operation of UAV; and program instructions for generatingan alert to be provided to the user, via the remote controller, about adetected unauthorized communication that interferes with the one or morecommands from the user.

A UAV alert system may be provided in accordance with embodiments of theinvention, said UAV alert system comprising: a communication module; andone or more processors operably coupled to the communication module andconfigured to individually or collectively: authenticate a user toeffect operation of the UAV; receive one or more commands from a remotecontroller that receives user inputs to effect the operation of UAV;detect an unauthorized communication that interferes with the one ormore commands from the user; and generate a signal to alert the user,via the remote controller, about the unauthorized communication. A UAValert module may comprise: one or more processors configured toindividually or collectively: authenticate a user to effect operation ofthe UAV; receive one or more commands from a remote controller thatreceives user inputs to effect the operation of UAV; detect anunauthorized communication that interferes with the one or more commandsfrom the user; and generate a signal to alert the user, via the remotecontroller, about the unauthorized communication.

The unauthorized communication may include a hijacker command. Theunauthorized communication may be indicative of a hijacking attempt byan unauthorized user. The hijacker command may optionally include one ormore commands for controlling operation of the UAV. The unauthorizedcommunication is indicative of a signal jamming attempt by anunauthorized user. The unauthorized communication that causes the signaljamming need not include a hijacker command for controlling operation ofthe UAV.

An alert may be generated about the unauthorized communication. Thealert may be provided to the user who is attempting to operate the UAVto another individual (e.g., operator and/or administrator of anauthentication system, an individual in law enforcement, an individualin emergency services) and/or to a control entity.

The alert may be provided visually, audibly, and/or tactilely. Forexample, the alert may be provided on a display screen of a user remotecontroller. For example, text or images may be provided indicative ofthe unauthorized communication. Text or images may be providedindicative that an interference with user commands occurred. In anotherexample, the alert may be provided audibly via a user remote controller.The user remote controller may have a speaker that may produce sound.The sound may be indicative of the unauthorized communication. The soundmay be indicative of an interference with user commands. The alert maybe provided tactilely via the remote controller. The user remotecontroller may vibrate or pulse. Alternatively, the user remotecontroller may jerk, turn warmer or colder, deliver a mild electricshock or provide any other tactile indication. The tactile effect may beindicative of an unauthorized communication. The tactile effect may beindicative of an interference with user commands.

The alert may be indicative of a type of unauthorized communication. Thetype of unauthorized communication may be selected from one or morecategories of unauthorized communication. For example, an unauthorizedcommunication may be a competing flight command, a signal-jammingcommunication, competing payload operation command, or competingcommunication (e.g., data transmission) command. The alert may visuallydifferentiate the different types of unauthorized communication. Forexample, different text and/or images may be provided. The alert mayaudibly differentiate the different types of unauthorizedcommunications. For example, different sounds may be provided. Thedifferent sounds may be different words or different tones. The alertmay tactilely differentiate the different types of unauthorizedcommunications. For example, different vibrations or pulses may be used.

Various ways of detecting unauthorized communication may be implemented.For example, an unauthorized communication may be detected when a useridentifier associated with the unauthorized communication is notauthenticated or is not indicative of a user permitted to interact withthe UAV. For example, a hijacker may not be authenticated as the user.In some instances, a separate hijacker identifier may be extracted. Thehijacker identifier may be determined to not be an individual authorizedto operate the UAV, or not an individual authorized to take over controlof the operation from the user. In some instances, key information maybe used as well to identify a hijacker. For example, information about ahijacker key may be extracted in undergoing an identification and/orauthentication process. The hijacker key may not match the user key. Thehijacker may not have access to the user's key. The hijacker may thus beidentified as not being the user. The hijacker communications may beidentified as not being the user communications. In some instances, thehijacker may not be able to produce the user identifier and/or user key.

Unauthorized communications may be detected when a comparison is madebetween user commands issued from the remote controller and/or commandsthat are received at the UAV. If the user commands are not received atthe UAV, one or more interfering unauthorized communications may havetaken place. The unauthorized communication may be detected when theunauthorized communication reduces efficacy of a communication channelbetween the user remote controller and the UAV. One or morecontradictory commands may or may not be provided to the UAV based onthe unauthorized communications. For example, the one or morecontradictory commands may be a hijacker flight command that may be incontradiction to the user commands. A detection may be made that the UAVreceived the contradictory commands. In other instances, nocontradictory commands are received at the UAV, and no contradictorycommands may be detected by the UAV. The lack of receipt of commandsissued from the user may be sufficient to indicate that unauthorizedcommunications have interfered with the user commands.

Unauthorized communications may be detected when a comparison is madebetween user commands issued from the remote controller and operationsconducted by the UAV. If the UAV does not act in accordance with theuser commands, one or more interfering unauthorized communications mayhave taken place. This may occur at a first stage where communicationsmay occur between the user remote controller and the UAV. This may occurat a second stage between when the UAV receives commands and the UAVexecutes the commands. Examples of types of unauthorized communicationsin the first stage are provided above. For unauthorized communicationsat the second stage, the user commands may be received by the UAV.However, alternative contradictory commands may also be received by theUAV. The UAV may operate in accordance with the alternativecontradictory commands. The mismatch between the user issued commandsand the actions of the UAV may be indicative of the unauthorizedcommunications. In another example, the UAV may receive the usercommands and the alternative contradictory commands, but may take noaction or may take a default action due to the conflicting nature ofcommands. The lack of action or default action may provide a mismatchbetween the user commands and the operation of the UAV.

In some instances, data from a memory storage system (e.g., a memorystorage system as illustrated in FIG. 11) may be analyzed to detectunauthorized communications. Data from one or more information sets maybe analyzed. In some embodiments, commands stored in the informationsets may be compared. For example, multiple information sets may bestored, tied to a particular interaction between a user and a UAV. Themultiple information sets may include the command that was issued by theremote controller, the command that was received by the UAV, and/or thecommand that was executed by the UAV. If the command that was issued bythe remote controller matches the command that was received by the UAV,then there is little or no risk of interference of the communicationbetween the user remote controller and the UAV. If the command that wasissued by the remote controller does not match the command that wasreceived by the UAV, then there is a high risk of interference with thecommunication between the remote controller and the UAV. The commandsmay not match if a different command was received by the UAV, or if nocommands were received by the UAV. If the command that was issued by theremote controller matches the command that was executed by the UAV, thenthere is little or no risk of unauthorized communications interferingwith the user commands. If the command that was issued by the remotecontroller does not match the operation of the UAV, then there is a highrisk of unauthorized interference with the user commands. In someinstances, an error may occur in UAV operation without hijackerinterference. For instance, the UAV may receive the user commands, butmay not be able to execute it in accordance with the command. Thecommands or other data from the memory storage system may be compared todetect interference with a user command.

In some instances, the data, such as the command data, may be pulledfrom separate devices and need not reside at the memory storage system.For instance, user command data may be pulled from the remote controllerand/or command data from the UAV may be pulled, and the comparison maybe made.

Hijackers may be individuals who are not authorized to take over controlof a UAV from a user. However, in other instances, as describedelsewhere herein, takeover control may be permitted. For example, a userwith a higher level of priority or higher operational level may be ableto take over control. The user may be an administrative user. The usermay be a law enforcement member, or emergency services member. The usermay have any characteristics as described elsewhere herein. When a useris authorized to take over control from an initial user, the UAV mayhave a different reaction. Any description herein of an authorized usermay also apply to an autonomous or semi-autonomous system that may takeover control of the UAV from the user. For example, a computer may takeover control of the UAV in certain circumstances and may operate the UAVin accordance with one or more sets of code, logic, or instructions. Thecomputer may operate the UAV in accordance with a set of flightregulations.

The system may be able to differentiate between unauthorized takeoverand authorized takeover. If the takeover is authorized, then theauthorized user may be permitted to continue taking over control of theUAV. When the takeover is unauthorized, then communication between theUAV and the initial user may be re-established, the communicationbetween the UAV and unauthorized user may be blocked out, an alert maybe provided to one or more individuals, the UAV may take one or moredefault flight responses, and/or an authorized entity make take overcontrol of the UAV.

An example of a scenario of when an authorized takeover may occur ispresented herein. A UAV can send out messages containing a signature.The messages may comprise various types of information concerning flightcontrol command, GPS position of the UAV and/or time information. Anyother information pertaining to the UAV or operation of the UAV may besent (e.g., information about a UAV payload, information about apositioning of a UAV payload, information about data collected using thepayload, information about one or more sensors of the UAV, informationabout data collected using the one or more sensors, information aboutcommunications of the UAV, information about navigation of the UAV,information about power usage of the UAV, or any other information maybe sent). In some instances, the message may be received by an aircontrol system.

If, from the information sent (e.g., broadcasted) by a UAV, an aircontrol system finds that a UAV enters into a restricted area, the aircontrol system may warn the UAV or dissuade the UAV from continuingactivity in said area. The restricted area may or may not be determinedwith aid of a geo-fencing device as described elsewhere herein. Arestricted area may optionally be an allocated volume or space above anallocated region. The user may not be authorized to fly the UAV into therestricted area. The UAV may not be authorized to enter the restrictedarea. In some embodiments, no UAVs are authorized to enter therestricted area. Alternatively, some UAVs may be authorized to enter therestricted area, but the area may be restricted to the UAV controlled bythe user.

Warning may be sent to a user via a communication connection between theair control system and the user. For example, the warning may be sent toa remote controller of the user that the user is interacting with. Theuser may be an individual operating the UAV when the UAV enters into arestricted area. Optionally, warning may also be sent to the UAV first,which is then sent to a user via a communication connection between theUAV and the user. The warning may be relayed to the user using anyintermediary device or network. If the user does not interrupt theunauthorized flight of the UAV accordingly, the air control system maytake over said UAV. The UAV may be given a period of time to permit theUAV to leave the restricted area. If the UAV does not leave therestricted area within the period of time, the air control system maytake over control of operation of the UAV. If the UAV continues tofurther enter the restricted area and does not start turning around, theair control system may take over control of operation of the UAV. Anydescription herein of a UAV entering a restricted region may be appliedto any other activity of the UAV that is unauthorized under a set offlight regulations for the UAV. For example, this may include the UAVcollecting images with a camera, when the UAV is in an area that doesnot permit photography. The warning may similarly be issued to the UAV.The UAV may or may not be given some time to comply before an aircontrol system takes over.

After initiating a process to take over control, the air control systemmay use a digital signature to send out a remote control command to theUAV. Such a remote control command may bear a reliable digital signatureand digital certificate of the air control system, which can guardagainst forged control command. The digital signature and the digitalcertificate of the air control system may not be forged.

A flight control unit of the UAV may recognize the remote controlcommand from the air control system. A priority of a remote controlcommand from the air control system may be set to be higher than thatfrom the user. Thus, the air control system may be at a higheroperational level than the user. These commands from the air controlsystem may be recorded by an authentication center. The original user ofthe UAV may also be informed of the commands from the air controlsystem. The original user may be informed that the air control system istaking over. The original user may or may not know details of how theair control system is controlling the UAV. In some embodiments, a userremote controller may show information on how the air control system iscontrolling the UAV. For instance, data such as positioning of the UAVmay be shown on the remote controller in real-time, while the aircontrol system is controlling the UAV. The commands from the air controlsystem may be provided from an operator of the air control system. Forinstance, the air control system may utilize one or more administrativeusers who have the ability to take over control of the UAV. In otherinstances, the commands from the air control system may be providedautomatically with aid of one or more processors without requiring humanintervention. The commands may be generated with aid of one or moreprocessors in accordance with one or more parameters. For example, if aUAV enters a restricted area the UAV is not authorized to enter, the oneor more processors of the air control system may generate a returnflight for the UAV to exit the restricted area. In another example, theair control system may generate a path for the UAV to start landing.

An air control system can guide the UAV to exit a restricted area. Then,the right of control may be returned to the original user.Alternatively, an air control system can let the UAV land appropriately.Thus, authorized takeover may be permitted in various scenarios. Incontrast, unauthorized takeover may be detected. One or more response tounauthorized takeover may be taken, as described elsewhere herein. Forinstance, an authorized entity may take over control of the UAV from theunauthorized hijacker. The air control system may be at a higheroperational level than the unauthorized hijacker. The air control systemmay be able to take over control of the UAV from the unauthorizedhijacker. In some embodiments, the air control system may be granted thehigher operational level. Alternatively, the air control system may begranted a high operational level while one or more government entitiesmay have a higher operational level. The air control system may have ahigher operational level than all private users.

Deviation of UAV behavior may be detected. The deviation of the UAVbehavior may occur due to activities of one or more hijacker. Thedeviation of the UAV behavior may occur due to a malfunction of the UAVand/or remote controller of the user. In one example, UAV behavior mayinclude flight. Any description herein of deviation of the UAV flightmay be applied to deviation of any other type of UAV behavior, such asdeviation in behavior of payload, positioning of payload, carrieroperation, sensor operation, communications, navigation, and/or powerusage.

FIG. 13 shows an example of UAV flight deviation, in accordance with anembodiment of the invention. A UAV 1300 may have a predicted path 1310of travel. However, the actual path 1320 of the UAV may be differentfrom the predicted path. At a point in time, a predicted location 1330of the UAV may be determined. However, the actual location of the UAV1340 may be different. In some embodiments, a distance d between thepredicted location and the actual location may be determined.

The predicted path 1310 of the UAV travel may be determined. Data from auser remote controller may be used to determine information about thepredicted path. For example, the user may provide an input to the remotecontroller, and the remote controller may provide one or more flightcommands to the UAV based on the user input. The flight commands fromthe remote controller may be received by the UAV flight control unit,which may send one or more control signals to the UAV propulsion unitsto effect said flight commands. In some embodiments, the one or moreflight commands sent by the remote controller may be used to determine apredicted path of the UAV. For example, if the flight command instructsthe UAV to proceed straight forward, then it may be expected that thepredicted path will continue on straight forward. Attitude/orientationof the UAV may be considered in calculating a predicted path. The flightcommands may result in maintenance or adjustment of the UAV orientation,which may be used to affect a flight path.

At any given point in time, a predicted location 1330 for the UAV may bedetermined based on the predicted path. Predicted movement of the UAV,such as predicted velocity and/or predicted accelerated may beconsidered in calculating a predicted location. For example, if it isdetermined that the predicted path is straight forward and that thevelocity of the UAV is remaining steady, a predicted location may becalculated.

The actual path 1320 of the UAV travel may be determined. Data from oneor more sensors may be used to determine information about the actualpath. For example, the UAV may have one or more GPS sensors on-boardthat may be used to determine coordinates of the UAV in real-time. Inanother example, the UAV may use one or more inertial sensors, visionsensors, and/or ultrasonic sensors to provide navigation of a UAV.Multi-sensor fusion may be implemented to determine a location of theUAV. At any given point in time, an actual location 1340 for the UAV maybe determined based on the sensor data. The UAV may carry one or moresensors, such as those described elsewhere herein. One or more of thesensors may be any of the sensors described elsewhere herein. In someinstances, data from on-board sensors may be used to determine theactual path and/or location of the UAV. In some instances, one or moreoff-board sensors may be used to determine the actual path and/orlocation of the UAV. For example, multiple cameras may be provided atknown locations and may capture images of the UAV. The images may beanalyzed to detect a position of the UAV. In some instances,combinations of sensors on-board the UAV and off-board the UAV may beused to determine an actual path and/or location of the UAV. The one ormore sensors may operate independently of the UAV and may optionally notbe controllable by the user. The one or more sensors may be on-board theUAV or off-board the UAV, while still operating independently of theUAV. For example, the UAV may have a GPS tracking device that a user maynot be able to control.

A difference d between a predicted location of the UAV and an actuallocation of the UAV may be determined. In some instances, the distance dmay be calculated with aid of one or more processors. Difference incoordinates between a UAV predicted location and a UAV actual locationmay be calculated. The coordinates may be provided as globalcoordinates. Alternatively, the coordinates may be provided as localcoordinates and one or more conversion may take place to a globalcoordinate system, or to a same local coordinate system.

The one or more processors used to determine the difference may beon-board the UAV, on-board a remote controller, or may be providedexternally to the UAV and the remote controller. In some instances, theone or more processors may be part of an air control system, or anyother portion of an authentication system. In some embodiments, the oneor more processors may be part of a flight supervision module, flightregulation module, or a traffic management module.

In one example, the commands from the remote controller may be conveyedto the UAV, and may also be detected by the air control system. The aircontrol system may receive the commands directly from the remotecontroller or via one or more intermediary device or network. A memorystorage system (e.g., memory storage system of FIG. 11) may receive thecommands. The memory storage system may be part of the air controlsystem or may be accessed by the air control system. The data from thesensors (on-board and/or off-board the UAV) may be received by the aircontrol system. The air control system may receive the sensor datadirectly from the sensors, via the UAV, or via any other intermediarydevice or network. The memory storage system may or may not receive thesensor data.

In some embodiments, there may be some natural deviation between apredicted path and an actual path of the UAV. However, when a deviationis larger, there is an increased likelihood of deviation due tohijacking or malfunction, or any other compromise to the UAV. This mayapply to any type of behavioral deviation of the UAV and need not belimited to flight. In some instances, the distance d may be evaluated todetermine a risk of hijacking or malfunction, or any other compromise tothe UAV. An indication of risk may be determined based on the distance.In some instances, the indication of risk may be a binary indication ofrisk (e.g., whether risk exists or does not exist). For example, if adistance remains beneath a predetermined value, no indication of riskmay be provided. If the distance exceeds the predetermined value, anindication of risk of hijacking or malfunction may be provided. In otherinstances, the indication of risk may be provided as one or morecategories or level. For example, if the distance meets or exceeds afirst threshold, a high level of risk may be indicated. If the distancefalls between the first threshold and a lower second threshold, amoderate level of risk may be indicated. If the distance falls beneaththe second threshold, a low level of risk may be indicated. In someinstances, the level of risk may be substantially continuous or may havea very large number of categories. For example, the risk indication maybe quantitative. A risk percentage may be provided based on thedistance. For example, based on a deviation, a 74% risk of hijacking ormalfunction may be provided.

In some instances, the deviation may be the sole factor upon which theindication of risk is provided. In other embodiments, other factorscombined with the deviation may be used to determine the indication ofrisk that is to be presented. For example, under a first set ofenvironmental conditions, a particular distance deviation may beindicative of a high risk that the UAV is compromised (e.g., hijacking,malfunction), while under a second set of environmental conditions, thesame particular distance may be indicative of a low risk that the UAV iscompromised. For instance, on a still day, a deviation of 10 meters froma predicted location may be indicative that some form of hijacking ormalfunction has occurred. However, on a windy day, a deviation of 10meters may present a lower risk of hijacking or malfunction since thewind would make deviations in flight path more likely.

Factors that may be considered in determining the indication of risk mayinclude environmental conditions (e.g., environmental climate (wind,precipitation, temperature), traffic, environmental complexity,obstructions), movement of the UAV (e.g., velocity, acceleration),communication conditions (e.g., strength of signals, likelihood ofsignals dropping out or the existence of interfering signals),sensitivity of the UAV type (e.g., cornering, stability), or any otherfactors.

An indication of the risk that the UAV is not operating in accordancewith the one or more flight commands may be provided. This may comprisea degree of risk that the UAV is compromised. This may include flightoperations, payload operations, carrier operations, sensor operations,communications, navigation, power usage, or any other type of UAVoperation described herein. Greater deviations in the UAV behavior maycorrespond to a higher degree of risk that the UAV is not operating inaccordance with the one or more flight commands. In some embodiments,the types of deviations in the UAV behavior are assessed to determinethe degree of risk. For example, a flight deviation of the UAV may betreated differently than a deviation in payload activity. In someembodiments a deviation in a location of the UAV may be treateddifferently than a deviation in speed of the UAV.

Aspects of the invention may be directed to a method of detecting flightdeviations of a UAV, said method comprising: receiving one or moreflight commands provided by a user from a remote controller;calculating, with aid of one or more processors, a predicted location ofthe UAV based on the one or more flight commands; detecting an actuallocation of the UAV with aid of one or more sensors; comparing thepredicted location with the actual location to determine deviations inUAV behavior; and providing an indication of a risk that the UAV is notoperating in accordance with the one or more flight commands based onthe deviations in UAV behavior. Additionally, a non-transitory computerreadable medium containing program instructions for detecting flightdeviations of a UAV may be provided, said computer readable mediumcomprising: program instructions for calculating a predicted location ofthe UAV based on one or more flight commands provided by a user from aremote controller; program instructions for detecting an actual locationof the UAV with aid of one or more sensors; program instructions forcomparing the predicted location with the actual location to determinedeviations in UAV behavior; and program instructions for providing anindication of a risk that the UAV is not operating in accordance withthe one or more flight commands based on the deviations in UAV behavior.

A UAV flight deviation detection system may be provided in accordancewith embodiments of the invention. The flight deviation detection systemmay comprise: a communication module; and one or more processorsoperably coupled to the communication module and configured toindividually or collectively: receive one or more flight commandsprovided by a user from a remote controller; calculate a predictedlocation of the UAV based on the one or more flight commands; detect anactual location of the UAV with aid of one or more sensors; compare thepredicted location with the actual location to determine deviations inUAV behavior; and generate a signal to provide an indication of a riskthat the UAV is not operating in accordance with the one or more flightcommands based on the deviations in UAV behavior. A UAV flight deviationdetection module may comprise: one or more processors configured toindividually or collectively: receive one or more flight commandsprovided by a user from a remote controller; calculate a predictedlocation of the UAV based on the one or more flight commands; detect anactual location of the UAV with aid of one or more sensors; compare thepredicted location with the actual location to determine deviations inUAV behavior; and generate a signal to provide an indication of a riskthat the UAV is not operating in accordance with the one or more flightcommands based on the deviations in UAV behavior.

An indication of risk is provided as an alert. The alert may be providedto a user, via the remote controller of the user. The user may then beable to choose to take action depending on the indication of risk. Theindication of the risk is provided to an air control system that isseparate from the remote controller and the UAV. The air control systemmay then be able to determine whether to take action depending on theindication of risk. For example, the air control system may take overcontrol of the UAV. The air control system may ask a user forconfirmation on whether the user is still controlling the UAV beforedetermining whether to take over control of the UAV. For example, if auser confirms the UAV is operating in accordance with the user'scommands, then the air control system may determine to not take overcontrol of the UAV. If the user does not confirm the UAV is operating inaccordance with the user's command, the air control system may take overcontrol of the UAV.

In some embodiments, an indication of risk may be presented to the UAVitself. The UAV may have one or on-board protocols in place that mayinitiate one or more default flight response from the UAV. For example,if a UAV receives a report that its flight controls are compromised, theUAV may automatically initiate a landing sequence, may automaticallyhover in place or fly in a holding pattern, may automatically return toa starting point of the mission, or may automatically fly to adesignated ‘home’ location. In some embodiments, the starting point ofthe mission may be the location that the UAV took off from. The ‘home’location may be predetermined set of coordinates that may be stored inthe UAV memory. In some instances, the starting point of the mission maybe set to a home location. In some instances, the home location may belocation of the user or a remote controller of the user. Even if theuser moves around, the home location of the remote controller may beupdated and the UAV may be able to find the remote controller. In someinstances, a user may manually enter the home coordinates or designate astreet address as the home. The UAV may block out commands from externalsources while undergoing the default flight response procedures. In someinstances, the UAV may block out commands from private users whileundergoing the default flight response procedures. The UAV may or maynot block out commands from an air control system or a control entitywhile undergoing the default flight response procedures.

The indication of the risk that the UAV is not operating in accordancewith the one or more flight commands may comprise information on thetype of UAV compromise. For example, the indication of risk that the UAVis not operating in accordance with the one or more flight commands maycomprise an indication of risk that the UAV is hijacked. In anotherexample, an indication of risk that the UAV is not operating inaccordance with the one or more flight commands may comprise anindication of risk that a signal from the remote controller is jammed.In another example, an indication of risk that the UAV is not operatingin accordance with the one or more flight commands may comprise anindication of risk that a malfunction has occurred on-board the UAV. Analert may convey the information about the type of UAV compromise. Thealert may convey information about the degree of risk. The alert maycovey information about the degree of risk for various types of UAVcompromise. For example, an alert may indicate there is a 90% likelihoodof some form of compromise, and that there is an 85% chance thatcompromise is due to hijacking, a 15% chance the compromise is due tocommunication jamming, and a 0% chance the compromise is due to UAVon-board malfunction.

A risk of hijacking may be higher if commands received by the UAV aredifferent from commands issued through the remote controller. A risk ofcommunication jamming may be higher if the commands received by the UAVare missing commands from commands issued through the remote controller.A risk of on-board malfunction may be higher if the commands received bythe UAV match the commands issued through the remote controller, but theUAV operation is not in accordance with the received commands.

Any description herein of hijacking may also apply to hacking. A hackermay intercept one or more communications going to the UAV or issuingfrom the UAV. A hacker may intercept data collected by a UAV. The hackermay intercept data from one or more sensors or payload or of the UAV.For example, the hacker may intercept data from an image capturingdevice on-board the UAV. The hacker may thus be attempting to stealacquired data. The hacker may thus invade privacy of an operator of theUAV. A hacker may also intercept communications going to the UAV. Forexample, a hacker may intercept one or more commands form a user remotecontroller to the UAV. The hacker may intercept the commands todetermine how the UAV will be behaving. The hacker may use theintercepted commands to determine a location of the UAV that mayotherwise not be apparent, or other activities of the UAV.

Interception of communications (uplink or downlink) by the hacker maynot disturb the rest of the communications. For example, when a hackerintercepts images streaming from a UAV, the intended recipient of theimages may still receive the images. The intended recipient mayotherwise not know that the interception has occurred. Alternatively,interception of communications may disturb the rest of thecommunications. For instance, the intended recipient of the images maynot receive the images when they are intercepted. Systems and methodsdescribed herein may aid in detecting and/or preventing hacking.

For example, device may need to be authenticated prior to engaging inany communications with various components of the UAV system. Forinstance, a device may need to authenticated prior to receiving acommunication from a UAV and/or a remote controller. The device may onlyreceive the communications if the device is authorized to receive thecommunications. A hacker may not be authorized to receive thecommunications, and may thus not be able to receive the communications.Similarly, if a hacker were to try and issue a false replacementcommunication, the identity of the hacker may not correspond to anauthorized user and the hacker may be prevented from issuing the falsecommunication. Similarly, if a false communication is issued, or anattempt at a false communication is issued from an unauthorized user, analert may be provided to the authorized user. In some embodiments,encryption of communications may occur. In some instances, onlyauthorized and/or authenticated users may be capable of decrypting theencrypted communications. For instance, even if a hacker were tointercept communications, the hacker may not be able to decrypt thecommunications and interpret them. In some embodiments, decryption mayrequire the user of a key which may be stored in a physical memory ofonly authorized devices. Thus, hackers may have difficulty trying to geta copy of the key and/or trying to pretend to be authorized users.

Individualized Evaluation

Activities of a user and/or UAV may be evaluated. For example,activities of a user of a UAV may be evaluated. Since the user may beuniquely identifiable, the activities of the user may be tied into theunique user identity. Thus, activities performed by the same user may beassociated with the user. In one example, activities of the users mayrelate to previously flown missions by the user. Various tests,certification, or training exercises may also be associated with theuser. Activities of the user may also refer to any failed attempts bythe user to participate in a mission, interference with operation ofanother user's UAV, and/or interception of communications with anotheruser's UAV. In some embodiments, a user may be authenticated prior toassociating activities with the user identifier.

Activities of a UAV may be evaluated. The UAV may also be uniquelyidentifiable, and activities of the UAV may be tied into the unique UAVidentity. Thus, activities performed by the same UAV may be associatedwith the UAV. In one example, activities of UAVs may relate topreviously flown missions by the UAVs. Various maintenance activities,diagnostics, or certifications may also be associated with the UAV.Activities of the UAV may also include any errors, malfunctions, oraccidents. In some embodiments, a UAV may be authenticated prior toassociating activities with the UAV identifier.

One or more activities of the user and/or the UAV may be evaluated. Insome instances, the evaluation may include providing a qualitativeevaluation. For instance, one or more notes pertaining to any of theactivities of the user or UAV may be associated with the user or UAV,and/or corresponding activities of the user or UAV. For example, if theUAV was involved in an accident, notes about the accident, how itoccurred, who the fault was allocated to, may be associated with theUAV. In another example, if the user has previously flown many missionsin high wind speed and successfully navigated different terrain, notesabout these accomplishments may be provided. One or more categories ofevaluation may be associated with the user and/or corresponding activityof the user. For example, if a user completes many difficult missions,the user may have an ‘expert user’ evaluation associated with the user.If the UAV undergoes many malfunctions and errors, the UAV may have a‘high risk of malfunction’ evaluation associated with the UAV.

In some instances, the evaluation may include providing a quantitativeevaluation. For example, user and/or UAV activity may receive a rating,such as a letter grade, or numerical rating. The ratings may bepertaining to any of the activities of the user or UAV and may beassociated with the user or UAV, and/or corresponding activities of theuser or UAV. For instance, when a user completes a mission, a user mayreceive a rating or score as to how the user performed during themission. For instance, a user may receive a 7.5 rating for the firstmission, and a 9.8 rating for the second mission, indicating that theuser may have performed better during the second mission. Other factors,such as difficulty of the mission may come into play. In some instances,a user may receive a higher rating for successfully completing a moredifficult mission. In another example, a user may undergo a skills testor certification test, and may receive a numerical score indicative ofhow the user performed. A UAV may receive a rating depending on how amission completion goes. For example, if the UAV malfunctions during themission, a UAV may receive a lower rating than if the UAV does notmalfunction during the mission. If the UAV is undergoing regularmaintenance, the UAV rating may be higher than if the UAV is notundergoing regular maintenance.

A user and/or UAV may have a higher overall rating when the user and/orUAV successfully completes activities in a positive manner. A userand/or UAV may have a lower overall rating when the user and/or UAV doesnot successfully complete an activity, or engages in behavior that maybe suspicious. Thus a user and/or UAV may have a reputation score basedon activities of the user and/or UAV.

In some embodiments, an evaluation system may provide a set ofevaluations for the user and/or UAV. The evaluation may determine theevaluations (e.g., qualitative and/or quantitative evaluations)automatically with aid of one or more processors without requiring humaninteraction. The evaluation may be determined in accordance with one ormore parameters or algorithms and data about activities of the userand/or UAV. For example, each successfully completed mission mayautomatically raise a user and/or UAV evaluation to a move positive end.Each failed mission or crash may automatically lower a user and/or UAVevaluation to a more negative end. The evaluations may therefore beobjective.

Alternatively or in addition, evaluations may be provided by one or morehuman users. For instance, a user may evaluate him or herself. The usermay evaluate a UAV that the user flew. In other instances, peers of theuser may evaluate him or her. The peers may evaluate the UAV flown bythe user. For example, a first user may be operating a first UAV. Asecond user may observe the first user and notice that the first user isengaging in bad flying behavior (e.g., swooping toward the second user'sUAV or intimidating the second user). The second user may provide anegative evaluation of the first user. In another example, the seconduser may observe that the first user is engaging in positive flyingbehavior (e.g., executing difficult maneuvers, helping the second user)and may provide a positive evaluation of the first user.

User and/or UAV evaluations may be viewed by other users. For instance,a first user may view the overall evaluation of a second user and viceversa. A user may view the user's own evaluation. The user may takesteps to try and increase the user's rating. In some embodiments, asystem may only permit activities by a user when the user evaluationreaches a threshold level. For instance, the user may only operate incertain areas when the user evaluation reaches a threshold level. A usermay only fly a UAV in certain areas when the user rating is 7.0 orhigher. A level of flight restriction may depend on a user and/or UAVevaluation. In some instances, a user and/or UAV evaluation may beindicative of user type and/or UAV type or vice versa. A lower level offlight restriction may be provided when the user is of a higher userevaluation, and a higher level of flight restriction may be providedwhen the user is of a lower user evaluation. The set of flightregulations for a user may be more stringent when the user is of loweruser evaluation, and the set of flight regulations for the user may beless stringent when the user is of higher user evaluation. A lower levelof flight restriction may be provided when the UAV is of a higher UAVevaluation, and a higher level of flight restriction may be providedwhen the UAV is of a lower UAV evaluation. The set of flight regulationsfor a UAV may be more stringent when the UAV is of lower UAV evaluation,and the set of flight regulations for the UAV may be less stringent whenthe UAV is of higher UAV evaluation.

Flight Monitoring

It may be desirable for an air control system to be aware of UAVlocations. The UAV may send location information to the air controlsystem. In some instances, it may be preferable for UAVs to reportlocation information for security and/or safety purposes. A UAV mayregularly and actively report to the air control system its currentposition and course. However, in some instances, a UAV may not complywith the reporting. This may occur when communications between the UAVand air control system are lost, or the UAV may maliciouslyintentionally withhold information or provide false (i.e. forged)information. An air control system may deploy a recorder in itsmanagement area to monitor the status of UAVs. One or more recorders maybe deployed to monitor UAV activity.

FIG. 14 shows an example of a monitoring system using one or morerecorders, in accordance with an embodiment of the invention. A UAV 1410may be provided within an environment. The environment may be within anarea managed by an air control system. One or more recorders (e.g.,RECORDER A 1420 a, RECORDER B 1420 b, RECORDER C 1420 c, . . . ) may beprovided within the area managed by the air control system. A monitoringdevice or system 1430 may receive information collected from the one orrecorders. In some embodiments, the monitoring system may be an aircontrol system.

In some embodiments, an air control system may be used to manage anentire UAV flight system. The area managed by the air control system maybe the whole world. In other instances, the area managed by the aircontrol system may be limited. The area managed by the air controlsystem may be based on jurisdiction. For example, the air control systemmay manage a UAV flight system within an entire jurisdiction (e.g.,nation, state/province, region, city, town, county, or any otherjurisdiction). Different air control systems may manage different areas.The size of the areas may be similar or may be different.

A UAV 1410 may send one or more messages, which may be monitored by theone or more recorders 1420 a, 1420 b, 1420 c. The messages from the UAVmay include a signature. In some instances, the messages from the UAVmay include identifying information that is unique to the UAV (e.g., UAVidentifier, and/or UAV key information). The identifying information mayuniquely identify and differentiate the UAV from other UAVs. Themessages from the UAV may include any other information, such asinformation concerning flight control command, GPS position of the UAV(or other location information for the UAV), and/or time information.The information may include location information (e.g., GPS information)for the UAV. The time information may include the time that the messageswere formulated and/or transmitted. The time may be provided accordingto a clock of the UAV.

Signals obtained from these recorders 1420 a, 1420 b, 1420 c may betime-stamped and gathered in an air control system 1430. The data fromthe recorders may be stored in a memory storage system. The memorystorage system may be part of the air control system or may beaccessible by the air control system. The air control system can analyzethe information from the data recorders. Thus, the air control systemmay be able to collect historical control information of the UAV, aswell as flying information, and asserted GPS flight-path of the UAV. Theair control system may be able to collect operational data pertaining tothe UAV, which may include commands sent to the UAV, commands receivedby the UAV, executed actions by the UAV, and information about the UAV,such as UAV location at different points in time.

In some embodiments, a UAV may communicate directly with an air controlsystem, and/or directly provide information to a memory storage system.Alternatively, the UAV may communicate directly with one or morerecorders, who may communicate with the air control system and/or thememory storage system. In some instances, information about the UAV maybe relayed to the air control system via the one or more recorders. Insome instances, the recorders may provide additional data associatedwith information to the UAV, to the air control system.

An air control system can analyze time data to determine a location ofthe UAV. An aspect of the invention may be directed to a method ofdetermining a location of a UAV, said method comprising: receiving, at aplurality of recorders, one or more messages from the UAV;time-stamping, at the plurality of recorders, the one or more messagesfrom the UAV; and calculating, with aid of one or more processors, thelocation of the UAV based on the time-stamping of the one or moremessages. A non-transitory computer readable medium containing programinstructions for determining a location of a UAV may be provided, saidcomputer readable medium comprising: program instructions for receiving,at a plurality of recorders, one or more messages from the UAV; programinstructions for time-stamping, at the plurality of recorders, the oneor more messages from the UAV; and program instructions for calculatingthe location of the UAV based on the time-stamping of the one or moremessages. A UAV communication location system may comprise: acommunication module; and one or more processors operably coupled to thecommunication module and configured to, individually or collectively,calculate a location of the UAV based on time-stamps of one or moremessages sent from the UAV and received at a plurality of recordersremote to the UAV.

In one example of analyzing UAV location based on time data, the timedifference of signals transmitted from different recorders thatcollected the same message from the same UAV, may be used to determinethe rough position of a UAV. For example, if two recorders both receivesignals sent from a certain UAV, according to time difference of whenthe recorders receive the signals, it can be known that the UAV is on ahyperbola formed by time-difference determination and position of saidtwo recorders. Two, three or more recorders may be used in forming thehyperbola. Thus, a rough location of the UAV may be asserted along thehyperbola. A timestamp may be taken when the signal departs the UAV, anda timestamp may be taken when the signal arrives at the recorder. Suchinformation may be used to calculate the time difference.

In another example, multiple recorders may receive signals from the UAV,and may determine a time difference. An example of the time differencemay be the time difference between when the signals were sent by the UAVand when the recorders received the signal). In some instances, the UAVsmay time stamp the signal when the signal is sent to the one or morerecorders. The one or more recorders may time stamp when the signals arereceived. The difference in time between the two time stamps may beindicative of a travel time for the signal to reach the recorders. Thetravel time may be correlated to a rough distance from the UAV to therecorders. For instance, if the travel time is lesser, the UAV may becloser to the recorder than if the travel time is greater. If multiplerecorders show different travel times, the UAV may be closer to therecorder that shows a smaller travel time. For example, if a UAV isfurther away from the recorder, the travel time for the signal may beexpected to be greater. The travel time may be small units of time. Forinstance, the travel time may be on the order of seconds, milliseconds,microseconds, or nanoseconds. The time stamps for the UAV and/orrecorders may be provided with a high degree of precision (e.g., on theorder of seconds, milliseconds, microseconds, and/or nanoseconds). Theclocks on the UAV and/or the recorders may be synchronized. The clocksmay be used to provide the timestamps. In some instances, there may besome offset between one or more clocks of the UAV and/or recorders butthe offset may be known and compensated for. Triangulation techniques orother similar techniques may be used to determine a rough location ofthe UAV based on the distance from the UAV to one or more recorders.

In an additional example of analyzing UAV location, the one or morerecorders may also roughly determine the distance between a UAV and arecorder through received signal strength indication (RSSI). The RSSImay be a measurement of power present in a received signal (e.g., radiosignal) at the recorder. A higher RSSI measurement may be indicative ofa stronger signal. In some embodiments, a wireless signal may attenuateover distance. Thus, a stronger signal may be correlated to a closerdistance, while a weaker signal may be correlated to a further distance.The rough distance of the UAV to the recorder may be ascertained basedon the RSSI. In some instances, the RSSI of multiple recorders may becompared to determine the rough location of the UAV. For example, if tworecorders are provided, a potential location of a UAV may be provided asa hyperbola. If three or more recorders are provided, triangulationtechniques may be used to determine the rough UAV location. If multiplerecorders show different RSSI values, the UAV may be closer to arecorder that shows a stronger RSSI value, compared to a recorder thatshows a weaker RSSI value.

A further example may provide one or more recorders with multiplereceiving channels. The recorders may have one or more antennas whichmay receive multiple signals. For example, a receiving antenna may havemultiple receiving channels. The multiple signals received through themultiple receiving channels may be processed to obtain a relativedirection of the UAV. An air control system, authentication center, orother portion of an authentication system may process multiple signalsfrom a receiving antenna by way of receiving beamforming. This maypermit the air control system or other entity to roughly obtain relativedirection and location of the UAV relative to the recorder. Thebeamforming may detect the direction from which the signal is coming,and may be used to detect a direction of the UAV relative to therecorder. Multiple recorders may be used to narrow down the location ofthe UAV by looking at where the expected directions of the UAVintersect.

In another example, a recorder may include a sensor, such as a visionsensor, ultrasonic sensor, or other type of sensor. The recorder may beable to record the environment around the recorder. The recorder mayrecord presence or movement of the UAV within the environment. Forexample, a recorder may video tape a UAV flying within the environment.Data from the recorder may be used to detect the UAV and analyze thelocation of the UAV relative to the recorder. For example, the distanceof the UAV relative to the recorder may be determined based on size ofthe UAV in the image, and/or direction may be determined when thedirection of the sensor is known.

The locations of the recorders may be known. The global coordinates ofthe recorders may be known. Alternatively, the recorders may have localcoordinates, and the local coordinates of the recorders may be convertedto a common coordinate system. In some embodiments, the recorders mayhave predetermined locations. In other instances, the recorders may movearound or be placed in an ad hoc fashion. The recorders may transmit asignal indicative of the locations of the recorders. For example, eachrecorder may have a GPS unit, which may provide a global coordinate forthe recorder. The coordinates for the recorder may be transmitted. Anair control system, or any other portion of an authentication system mayknow the locations of the recorders. The air control system, or anyother portion of the authentication system may receive signals from therecorders indicative of the recorder locations. Thus, even if therecorders are moved around, the air control system may have the updateddata about the locations of the recorders. In some instances, therecorders may be small devices that may be picked up and moved about.The recorders may or may not be self-propelled. The recorders may behandheld or capable of being carried by a human. Alternatively, therecorders may be substantially large devices that may be permanent orsemi-permanently provided at a location.

Any number of recorders may be provided within the area. One, two,three, four, five, six, seven, eight, nine, ten or more recorders may beprovided. In some instances, a signal from a UAV may have a limitedrange. In some instances, only recorders within a proximity of the UAVmay receive the signal. The recorders that do receive the signal mayrecord information about the received signal and may provide informationto an authentication system (e.g., air control system of theauthentication system). A higher number of recorders receiving thesignal from the UAV may provide a greater certainty or precision to arough location of the UAV. In some embodiments, providing a greaterdensity or number of recorders within a particular area may increase thelikelihood that a significant number of recorders will receive thesignal from the UAV. In some instances, recorders may be distributed inan area with a density of at least 1 recorder per square mile, 3recorders per square mile, 5 recorders per square mile, 10 recorders persquare mile, 15 recorders per square mile, 20 recorders per square mile,30 recorders per square mile, 40 recorders per square mile, 50 recordersper square mile, 70 recorders per square mile, 100 recorders per squaremile, 150 recorders per square mile, 200 recorders per square mile, 300recorders per square mile, 500 recorders per square mile, or 1000recorders per square mile.

The recorders may be distributed over a large area. For instance, theplurality of recorders may be distributed over an area greater thanabout 50 square meters, 100 square meters, 300 square meters, 500 squaremeters, 750 square meters, 1000 square meters, 1500 square meters, 2000square meters, 3000 square meters, 5000 square meters, 7000 squaremeters, 10000 square meters, 15000 square meters, 20000 square meters or50000 square meters. Having a large area may be useful in detectingdifferences in travel time, signal strength or other data collected bythe recorders. If the recorders are only within a small area, then thetravel time for a signal will be small, and may be difficult to discernor differentiate from recorder to recorder. The recorders may be spreadapart from one another. For example, at least two at least two of theplurality of recorders are located at least 1 meter away from oneanother, 5 meters away from one another, 10 meters away from oneanother, 20 meters away from one another, 30 meters away from oneanother, 50 meters away from one another, 75 meters away from oneanother, 100 meters away from one another, 150 meters away from oneanother, 200 meters away from one another, 300 meters away from oneanother, 500 meters away from one another, 750 meters away from oneanother, 1000 meters away from one another, 1250 meters away from oneanother, 1500 meters away from one another, 1750 meters away from oneanother, 2000 meters away from one another, 2500 meters away from oneanother, 3000 meters away from one another, 5000 meters away from oneanother, or 10000 meters away from one another. Having recorders thatmay be spread apart may be useful in detecting differences in traveltime, signal strength, or other data collected by the recorders. If therecorders are too close together, the travel time for a signal may besmall, and may be difficult to discern or differentiate from recorder torecorder.

An authentication center, air control system, or any other portion of anauthentication system may calculate the rough location of the UAV basedon data received from the recorders. One or more processors may be usedto calculate the rough location of the UAV based on the data from therecorders. The data from the recorders may include timestamp data,signal strength data, sensor data, or any other type of data describedelsewhere herein.

An authentication center, air control system, or any other portion of anauthentication system may check an asserted position by the UAV againstthe rough location information based on the timing information todetermine whether or not there is a relatively large difference betweenthe asserted position and the rough position. A larger deviation may beindicative of higher risk of some form of compromise to the UAV. Forexample, a larger deviation may be indicative of higher risk of afalsely reported location by the UAV. A falsely reported location fromthe UAV may be indicative of malicious or fraud-related conduct (e.g.,sensor tampering, or reporting forged location data). The falselyreported location may be indicative of an error or malfunction of anavigation system of the UAV (e.g., broken GPS sensor, error to one ormore sensors used to determine UAV location). Error or malfunction ofthe navigation system of the UAV need not be malicious, but may alsocause concerns if the UAV location is not accurately being tracked. Insome instances, an asserted/reported position by the UAV may be comparedwith the calculated location of the UAV, and an alert may be providedwhen the difference between the calculated location and the assertedlocation exceeds a threshold value. In some instances, only thedifference between the locations is considered in determining a risk offraud. Alternatively, other factors, such as environmental conditions,wireless communication conditions, UAV model parameters, or any otherfactors may be considered, as described elsewhere herein.

The recorders may exist as an air traffic monitoring system and mayrecord the history of flight missions being monitored. The air controlsystem can compare the flight information actively reported by a UAV toflight information obtained by one or more recorders for the same UAV,and rapidly decide whether or not data reported by the UAV is true. Analert may be provided when there is a risk of some form of compromise tothe UAV. The alert may be provided to an operator of the UAV, an aircontrol system, or any other entity. The alert may or may not beindicative of an estimated level of risk. The alert may or may not beindicative of a type of compromise (e.g., likely malicious tampering orforgery, likely sensor malfunction).

Authentication Process of a User

An authentication center may use any of a number of processes toauthenticate the identity of a user that is flying a UAV. For example,the authentication center may use a simple authentication process, suchas by comparing a user's identifying information and password withauthentication information that is stored in association with the user.In other processes, the identity of a user may be authenticated byobtaining a voiceprint, fingerprint, and/or iris information of the userand comparing the obtained information to stored user information.Alternatively, the user identity may be verified using a short messagesignal (SMS) verification that is sent to a mobile device that isassociated with the user. The system may also utilize a token and/or abuilt-in identity module in a remote controller to authenticate a userthat is associated with the remote controller.

In further examples, the process of authenticating a user may includemultiple forms of authentication listed above. For instance, a user maybe authenticated using a two-step process that requires the user toinput identifying information (such as a username) along with apassword, and then asks the user to provide a second step ofauthentication by verifying a text that is received at the mobile deviceof the user.

After the authentication is successfully performed, the authenticationcenter may retrieve information about the user from a database. Theretrieved information may be sent to the air control system, which maythen determine whether the user has permission to fly.

Authentication Process of a UAV

While authentication of a user may be performed using personalinformation that is inherent to the user (e.g., voiceprint,fingerprint), the authentication of a UAV may utilize device informationthat is stored within the UAV, such as key that is encoded into thedevice. As such, the authentication of a UAV may be based on acombination of a UAV identifier and a key stored within the UAV.Additionally, the authentication of the UAV may be implemented using anauthentication and key agreement (AKA). An AKA is a bi-directionalauthentication protocol. In examples, while using the AKA, theauthentication center may authenticate the validity of the UAV and theUAV may authenticate the validity of the authentication center. Anexample of authentication based on AKA is discussed in FIG. 15.

FIG. 15 shows an illustration 1500 of bi-directional authenticationbetween a UAV and an authentication center, in accordance with anembodiment of the present invention. In particular, FIG. 15 shows theway that a UAV interacts with an air control system, which in turninteracts with the authentication center.

An AKA authentication between a UAV and an authentication center may beperformed based on a Universal Subscriber Identification Module (USIM).In particular, a UAV may have a USIM module onboard containing anInternational Mobile Subscriber Identity (IMSI) and a key. In someexamples, the key is burned into the UAV when it is manufactured. Thekey may be permanently inscribed or integrally formed into the UAV whenit is manufactured. As such, the key is protected and cannot be readout. Additionally, the key is shared with an authentication center, orany other component of an authentication system (e.g., authenticationcenter 220 as illustrated in FIG. 2). It is extremely difficult to crackthe USIM. In the art, AKA is recognized as an authentication systemhaving high degree of security. As such, an authentication center mayhave high degree of security and credibility which extends to theprotections of the user's IMSI, the key, and the counter SQN.

As seen in step 1505, a UAV may provide an authentication request andIMSI to the air control system. The UAV may actively (broadcast) orpassively (respond) transmit its IMSI. Once the authentication requestand IMSI has been received at the air control system, the air controlsystem may transmit an authentication data request to the authenticationcenter at step 1510. The authentication data request may includeinformation about the UAV, such as the UAV's IMSI.

At step 1515, the authentication center may receive the IMSI, inquirethe corresponding key, generate a random number, and calculate anauthentication vector (AV) according to a predetermined algorithm. Thealgorithms f1, f2, f3, f4 and f5 are described in ordinary UniversalMobile Telecommunications System (UMTS) security protocol. The AV maycontain 5 elements, such as, RAND (random number), XRES (expectedresponse), CK (encryption key), IK (integration-checking key) and AUNT(authentication token). Alternatively, the authentication vectors maycontain one or more elements that include at least one of the elementsin the present examples, including different elements. In the presentexample, the AUNT is composed of a hidden counter SQN, AMF(authentication management filed), and MAC (message authenticationcode).

AUNT:=SQN(+)AK∥AMF∥MAC

At step 1520, the authentication center may transmit an authenticationdata response to the air control system, which may then provide atauthentication response that includes the AUNT and RAND to the UAV atstep 1525. In particular, the AUNT and RAND may be transmitted to thesecurity module A of the UAV. At step 1530, the security module A mayverify the AUNT. The security module A may calculate the AK according tothe RAND and a key. Once the AK is calculated, the SQN may be calculatedand recovered according to the AUNT. An XMAC (expected authenticationcode), a RES (response to the random number), a CK (encryption key), andan IK (integration-checking key) may then be calculated. The securitymodule A may compare MAC and XMAC. If MAC and XMAC are different, theUAV may send an authentication refusal message to the remote controllerand the authentication center, in response to which the authenticationis terminated. Alternatively, if MAC and XMAC are identical, thesecurity module A may check if the received SQN falls within areasonable range. In particular, security module A may record thelargest SQN ever received, therefore SQN may only be increased. If theSQN is abnormal, the UAV may send a synchronization failure message,which in turn may terminate the authentication. Alternatively, if theSQN falls within the reasonable range, the security module A may verifythe authenticity of AUNT and may provide a computer RES to theauthentication center.

As seen in FIG. 15, the security module A may transmit the RES to an aircontrol system at step 1535, which may then provide the RES to theauthentication center at step 1540. Alternatively, the UAV may providethe RES to the authentication center directly.

Once the authentication center has received the RES, the authenticationcenter may compare XRES (expected response to the random number) and RESat step 1545. If XRES and RES are found to be inconsistent, theauthentication fails. Alternatively, if XRES and RES are found to beidentical, the mutual authentication succeeds.

After the mutual authentication, UAV and the air control system mayperform secure communication by using an agreed CK and IK. Inparticular, after mutual authentication, the authentication center maytransmit an agreed CK and IK to the air control system at step 1550.Additionally, the UAV may calculate the agreed CK and IK at step 1555.Once the air control system has received the agreed CK and IK from theauthentication center, secure communication may be established betweenthe UAV and air control system at step 1560.

Air Control System

An air control system may comprise a user and UAV access subsystem, anair situation monitoring subsystem, a traffic right management subsystemand a geo-fencing subsystem. An air control system may perform a numberof functions, including real-time air situation monitoring and recordingof UAV activity. The air control system may also allocate traffic rightsin restricted airspaces. Additionally, the air control system may acceptapplications for geo-fencing devices, and may also examine and determinethe properties of the geo-fencing devices.

The air control system may also conduct necessary approval of user andaircraft authentication. Further, the air control system may monitornon-compliant aircrafts. The air control system may recognizenon-compliant behavior, or behavior that is nearing non-compliance, andmay caution for such behaviors. Additionally, the air control system mayprovide countermeasures against aircrafts continuing non-compliance,such as air situation monitoring, traffic right administration, a safetyinterface with an authentication center, geo-fencing, and other forms ofnon-compliance countermeasures. The air control system may also possessa respective event recording function. The air control system may alsoprovide hierarchical access to air situation information.

The air control system may include an air situation monitoringsubsystem. The air situation monitoring subsystem may be responsible forreal-time monitoring of flight situations, such as flights of UAV's, inan allocated airspace. In particular, the air situation monitoringsubsystem may monitor whether authorized aircrafts are flying along apredetermined course. The air situation monitoring subsystem may also beresponsible for discovering abnormal behavior of authorized aircrafts.Based on the discovered abnormal behavior, the air situation monitoringsubsystem may warn a non-compliance countermeasure system. Additionally,the air situation monitoring subsystem may monitor for the presence ofunauthorized aircrafts and may warn a non-compliance countermeasuresystem based on the detection of unauthorized aircrafts. Examples ofairspace monitoring may include radar, photoelectric, and acousticsensing along with other examples.

The air situation monitoring subsystem may also actively performauthentication of aircraft identity, and may also respond toauthentication requests received from aircrafts. Additionally, the airsituation monitoring system may actively obtain information regardingthe flight status of specific aircrafts. Aircrafts that are beingmonitored may be positioned in a three-dimensional manner when they arebeing monitored. For example, the air situation monitoring system maytrace tracks of aircrafts and compare them with the planned courses torecognize abnormal behaviors. Abnormal behaviors may be recognized asbehaviors that exceed predetermined tolerance thresholds (for example,thresholds for veering off a predetermined flight plan or falling belowa threshold altitude while in flight). Additionally, the points that aremonitored may be dispersed or concentrated.

The air situation monitoring subsystem may have a primary means forairspace monitoring as receiving and resolving (directly received orreceived and forwarded) flight information real-time that is broadcastreal-time by the authorized (or compliant) aircrafts regardingthemselves in the monitored airspace. The real-time flight informationmay be obtained by active inquiry of the air administration and responseby the aircraft. Additionally, the air situation monitoring subsystemmay have the auxiliary means for airspace monitoring such as acousticradar and photoelectric radar. In examples, an authenticated user may beallowed to inquire the airspace monitoring subsystem about the currentair situation status.

The air control system may also include a traffic right managementsubsystem. The traffic right management system may be responsible foraccepting the initial application for a course resource and applicationfor changing course, which is capable of planning the flight course andsending the feedback regarding the determined response to theapplication to the applicant. Examples of information provided in thedetermined response include planned flight course, monitoring points enroute, as well as time corresponding windows. Additionally, the trafficright management system may be responsible for adjusting thepredetermined flight course when conditions of the present airspaceand/or other airspaces. A predetermined flight course may be adjustedfor reasons including but not limited to climate, changes in availableairspace resource, accidents, establishment of geo-fencing devices, aswell as adjustments to their properties such as spatial range, duration,and restrictive hierarchy, etc. The traffic right management system mayalso inform the applicant or user of the original flight course to beadjusted. Further, an authenticated user may be allowed to inquire thetraffic right management subsystem about the allocation of theauthorized air courses.

The air control system may also include a safety interface with theauthentication center subsystem. The safety interface withauthentication center subsystem may be responsible for safecommunication with the authentication center. In particular, the aircontrol system may communicate with the authentication center forpurposes of authentication or for purposes of a property query of theaircraft and a user.

In examples, a user may be aware of other users in the same regionthrough the air control system. The user may choose to share informationwith other users, such as their flight path. Users may also sharecontent that is captured by their device. For example, users may sharecontent that is captured from a camera on or within their UAV.Additionally, users may send instant messages to one another.

A UAV flight system may also include a geo-fencing subsystem thatincludes one or more geo-fencing devices. A UAV may be able to detect ageo-fencing device, or vice versa. A geo-fencing device may cause a UAVto act in accordance with a set of flight regulations. Examples of ageo-fencing subsystem will be discussed in greater detail later in theapplication.

Flight Process Depending on Only Authentication on UAV

In certain applications, before a UAV can take off, the air controlsystem may only need to perform authentication for the UAV. In theseapplications, it is not necessary to perform authentication for theuser. The process by which the air control system performsauthentication for the UAV may be demonstrated by AKA as provided inFIG. 15 above. After authentication, the UAV and the air control systemmay obtain a CK and an IK to communicate with each other as described insteps 1550 and 1555 of FIG. 15. The CK may be used for data encryption,and the IK may be used for data integrity protection.

After authentication, a user may obtain the keys (CK, IK) finallyproduced during the authentication process via secure channels, and thecommunication data between the user and the UAV can be protected byencryption using the keys so as to avoid being hijacked or controllederroneously. As such, the subsequent data message (MSG) may includeinformation related to the UAV, such as position of the UAV, velocity ofthe UAV, etc. In this way, the UAV can be subject to inclusiveprotection and tested by IK. The information transmitted is as follows:

MSG1∥((HASH(MSG1)∥CRC( )+SCR(IK))∥IMSI  Equation 1:

-   -   wherein MSG1=MSG∥RAND∥TIMESTAMP∥GPS

In the equation 1 above, the CRC( ) can be an informational cyclicchecksum and SCR(IK) can be an IK-derived data mask. Additionally, inthis description, MSG is the original message, HASH ( ) is the hashfunction, RAND is as random number, TIMESTAMP is the current time stamp,and GPS is the current location so as to avoid a replay attack.

FIG. 16 shows a process 1600 for sending a message with an encryptedsignature, in accordance with an embodiment of the present invention. Ata first step 1610, a message is composed. As provided in the discussionabove, the message may be represented as “MSG.” After the message hasbeen composed, at step 1620 a sender of the message may generate adigest of the message from the text of the message using a hashfunction. The digest may be a hash of just the message itself, MSG, orit may be a hash of a modified message such as MSG1 as seen above. Inparticular, MSG1 may comprise a compilation of information such as theoriginal message MSG, a random number RAND, a current time stampTIMESTAMP, and a current location GPS. In other examples, the modifiedmessage may contain alternative information.

Once a digest of the message MSG, or modified message MSG1, has beengenerated, at step 1630 the sender may encrypt the digest using apersonal key. In particular, the digest may be encrypted using thesender's open key such that the encrypted digest may serve as a personalsignature for the message that is sent. As such, in step 1630 thisencrypted digest may then be sent to the recipient as the digitalsignature of the message together with the message.

FIG. 17 shows a process 1700 for verifying a message by decrypting asignature, in accordance with an embodiment of the present invention. Asseen in step 1710, a recipient receives a message and an encrypteddigest, such as the message and encrypted digest discussed in FIG. 16.At step 1720, the recipient may calculate the digest of the message fromthe received original message using the same hash function as thesender. Additionally, at step 1730, the recipient may decrypt thedigital signature attached to the message using the open key of thesender. Once the digital signature attached to the message is decrypted,the recipient may compare the digests at step 1740. If these two digestsare identical, the recipient can confirm that the digital signature isfrom the sender.

As such, when other counterparts receive this information and upload tothe authentication center, it can be treated as a digital signature.That is, the presence of such wireless information is equivalent to thepresence of this UAV. This process can simplify the authenticationprocess of the UAV. That is, after the completion of the initialauthentication, the UAV can correctly announce the definite presence ofitself by executing the aforesaid process, instead of having to initiatea complicated initial authentication process each time.

Flight Process Depending on Authentication of UAV and User

In some applications, the UAV may take off only after authentication isperformed for both the UAV and the user.

Authentication for the user can be based on electronic key. When the UAVis manufactured, the manufacturer may build in an electronic key. Theelectronic key may have a built-in USIM card, which contains IMSI-U (anIMSI associated with a user) and K-U (a key associated with a user)shared with the authentication center. This is also the only personalidentification of the user and is written in only once when the USIM ismanufactured. As such, the USIM card is unable to be duplicated orcounterfeited. Moreover, it is protected by the safety mechanism of USIMand cannot be read out. Therefore, it is extremely difficult to decryptthe USIM. The electronic key, as an electronic device, can be insertedin the remote controller, integrated into the remote controller, orcommunicated with the remote controller via conventional means such asBluetooth™, WIFI, USB, audio, optical communication, etc. The remotecontroller may acquire essential information of the electronic key andmay communicate with the authentication center for correspondingauthentication.

Authentication for the user may also be achieved by various other means,such as inherent features of the user. In particular, authentication ofa user may be achieved by voiceprint, fingerprint, iris information,etc.

Authentication for the UAV is based on an onboard security module, whichis authenticated with the authentication center via the CH (channel). Inan example, the onboard security module of the UAV includes a USIM whichcontains an IMSI-M (IMSI that is associated with the UAV, e.g. asprovided by a manufacturer) and a K-M (a key that is associated with theUAV, e.g. as provided by a manufacture). The K-M, shared between the UAVand the authentication center, is written in only once when the USIM ismanufactured. Moreover, it is protected by the safety mechanism of USIMand cannot be read out. Therefore, it is extremely difficult to decryptUSIM.

The onboard security module of the UAV and the authentication center maybe authenticated bi-directionally, using a process is similar to thebidirectional authentication of UTMS by employing a mechanism ofauthentication and key agreement, that is, AKA. AKA is a bidirectionalauthentication agreement. That is, not only does the authenticationcenter requires verification of the validity of the UAV or theelectronic key, but the UAV or the electronic key requires verificationof the validity of the authentication center that provides service aswell. This process is illustrated by an AKA authentication processbetween a UAV and the authentication center as provided in FIG. 15,discussed above.

Before performing a flight task, the UAV and the electronic key may needto execute an authentication process. In an example, both areauthenticated with the authentication center in series or in parallel inwhich basic authentication processes are performed. In particular,(IMSI-M, K-M) may be employed in the authentication of the UAV, and(IMSI-U, K-U) may be employed in the authentication of the electronickey. The description below is a general one. The security moduleindicates the UAV or the electronic key.

After the completion of the authentication of the UAV with theauthentication center, the authentication center can determine a numberof characteristics of the UAV through databases. For example, theauthentication center may determine the type of the UAV, the capacity ofthe UAV, the ownership of the UAV, the health/working order of the UAV,the need for maintenance of the UAV, the historical flight record of theUAV, etc. Additionally, after the completion of the authentication ofthe electronic key with the authentication center, the authenticationcenter can determine the personal information, operational permission,flight history, etc., of the user corresponding to the electronic key.

After the completion of the aforesaid authentication, the controlleracquires several important passwords in agreement: CK-U (a CK that isassociated with a user), IK-U (an IK that is associated with a user),CK-M (a CK that is associated with the UAV), and IK-M (an IK that isassociated with the UAV). The aforesaid basic authentication processesand results can be used with flexibility in the context of the UAV.

The electronic key can negotiate with the authentication centerregarding the flight task via an encrypted channel. The authenticationcenter can approve, reject, or provides relevant suggestions or promptsfor modification regarding the flight task based on the user and theproperties of the UAV. During the flight process, the authentication canfurther keep communication with the UAV and the remote controller usingvarious passwords, so as to obtain flight parameters (such as position,velocity, etc.), and manage and control the permission of the UAV or theuser in flight.

In the wireless communication link between the UAV and the remotecontroller, double signatures of the UAV and the electronic key areemployed. When a message is sent, the sender generates a digest of themessage from the text of the message using a hash function, and thenencrypts the digest using a personal key. This encrypted digest is sentto the recipient as the digital signature of the message together withthe message. The recipient first calculates the digest of the messagefrom the received original message using the same hash function as thesender, and then decrypts the digital signature attached to the messageusing the open key of the sender. If these two digests are identical,the recipient can confirm that the digital signature is from the sender.

In particular, the subsequent data message (MSG) may be a remote controlcommand, position report, a velocity report, etc. and can be subject tointegrity protection and tested by IK-U and IK-M. The informationtransmitted is as follows:

MSG1∥(HASH(MSG∥RAND)∥CRC)(+)SCR1(IK−M)(+)SCR2(IK−U))∥IMSI−U∥IMSI−M

-   -   wherein MSG1=MSG∥RAND∥TIMESTAMP∥GPS

In the equation above, CRC(+) is an informational cyclic checksum, andSCR1(IK) and SCR2(IK) are IK-derived data masks. SCR1( ) and SCR2( ) canbe ordinary password generators. Additionally, HASH( ) is the hashfunction, and RAND is a random number, TIMESTAMP is the currenttimestamp, and GPS is the current location to avoid a replay attack.

Such information, when uploaded to the authentication center, can betreated as a digital signature. That is, the presence of such wirelessinformation may be equivalent to the presence of this UAV and thepresence of the user. This process can simplify the authenticationprocess of the UAV. That is, after the completion of the initialauthentication, the UAV can correctly announce the definite presence ofitself by executing the aforesaid process, instead of having to initiatea complicated initial authentication process each time.

In order to increase safety, the aforesaid IK can be assigned a periodof validity. The authentication center can continuously perform the AKAprocess with the UAV and the electronic key. During the flight process,the UAV can be subject to a program of user switch.

The authentication center may possess the identity of the UAV, theregistered flight task of the UAV, and its actual flight history. Italso may possess information of the corresponding user. Moreover, basedon the results of the bidirectional verification, the authenticationcenter can further provide various services and information regardingsafety to the user. The authentication center can also somewhat takeover the UAV. For example, the authentication center may take over somefunctions of the UAV. In this way, the administration and regulation ofthe UAV by the administrative agency may be enhanced.

Administration Process

The air control system may send an IMSI query command to the UAV via apeer communicator B. After the UAV responds to the IMSI query with itsIMSI, an administrator at the air control system may initiate theaforementioned command authentication to identify this UAV aslegitimately possessing the IMSI. Once it has been established that theUAV legitimately possesses the IMSI, further reciprocal signalinginteraction may be performed between the UAV and the air control systemusing an agreed CK and IK. For example, the UAV may report historyinformation or task planning. Additionally, the air control system canrequest the UAV to perform certain actions. As such, the air controlsystem may take over some actions of the UAV. By using thisauthentication process, the air control system can ensure the correctidentification of the UAV without the risk of counterfeit.

In another example, if the air control system sends an IMSI querycommand to the UAV and receives no response, an erroneous response, oran erroneous authentication, the air control system can deem the UAV asbeing non-compliant. In other examples, the UAV system can request theUAV to regularly broadcast its IMSI without needing to be prompted fromair traffic control. The air control system, upon receiving thebroadcast IMSI, may choose to initiate the aforesaid authenticationprocess with the UAV.

Geo-Fencing Overview

A UAV flight system may include one or more geo-fencing devices. A UAVmay be able to detect a geo-fencing device, or vice versa. A geo-fencingdevice may cause a UAV to act in accordance with a set of flightregulations. The set of flight regulations may include a geographiccomponent that may be related to the location of the geo-fencing device.For example, a geo-fencing device may be provided a location and mayassert one or more geo-fencing boundaries. Activity of the UAV may beregulated within the geo-fencing boundaries. Alternatively or inaddition, activity of the UAV may be regulated outside the geo-fencingboundaries. In some instances, rules imposed on the UAV may be differentwithin the geo-fencing boundaries and outside the geo-fencingboundaries.

FIG. 18 shows an example of a UAV and a geo-fencing device, inaccordance with an embodiment of the invention. The geo-fencing device1810 may assert a geo-fencing boundary 1820. A UAV 1830 may encounterthe geo-fencing device.

A UAV 1830 may operate in accordance with a set of flight regulations.The set of flight regulations may be generated based on the geo-fencingdevice. The set of flight regulations may take a boundary of ageo-fencing device into account. A set of flight regulations may beassociated with a geo-fencing boundary within a range of the geo-fencingdevice.

A geo-fencing device 1810 may be provided at a location. A geo-fencingdevice may be any device that may be used to aid in determining one ormore geo-fencing boundaries, that may be used in one or more sets offlight regulations. The geo-fencing device may or may not transmit asignal. The signal may or may not be detectable by a UAV. The UAV may becapable of detecting a geo-fencing device with or without a signal. Thegeo-fencing device may or may not be capable of detecting a UAV. The UAVmay or may not transmit a signal. The signal may or may not bedetectable by the geo-fencing device. One or more intermediary devicesmay be capable of detecting a signal from a UAV and/or geo-fencingdevice. For example, an intermediary device may receive a signal fromthe UAV and may transmit data to the geo-fencing device about the UAV.The intermediary device may receive a signal from the geo-fencing deviceand may transmit data to the UAV about the geo-fencing device. Variouscombinations of detection and communication may occur as described ingreater detail elsewhere herein.

The geo-fencing device may be used as a reference to one or moregeo-fencing boundaries 1820. The geo-fencing boundaries may beindicative of a two-dimensional region. Anything above or below thetwo-dimensional region may be within the geo-fencing boundary. Anythingabove or below a region outside the two-dimensional region may beoutside the geo-fencing boundary. In another example, the geo-fencingboundaries may be indicative of a three-dimensional volume. The spacewithin the three-dimensional volume may be within the geo-fencingboundary. The space outside the three-dimensional volume may be outsidethe geo-fencing boundary.

The geo-fencing device boundary may be open or closed. A closedgeo-fencing device boundary may entire enclose a region within thegeo-fencing device boundary. A closed geo-fencing device boundary maybegin and end at the same point. In some embodiments, a closedgeo-fencing boundary may not have a beginning or end. Examples of aclosed geo-fencing boundary may be a circle, square, or any otherpolygon. An open geo-fencing boundary may have a different beginning andend. A geo-fencing wall may have a boundary that is a straight line orcurved line. A closed geo-fencing boundary may enclose a region. Forinstance, the closed boundary may be useful for defining aflight-restricted zone. An open geo-fencing boundary may form a barrier.A barrier may be useful for forming a geo-fencing boundary at a naturalphysical boundary. Examples of physical boundaries may includejurisdictional boundaries (e.g., boundaries between nations, regions,states, provinces, town, cities, or property lines), naturally occurringboundaries (e.g., rivers, creeks, brooks, cliffs, ravines, canyons),man-made boundaries (e.g., walls, streets, bridges, dams, doors,entryways), or any other type of boundary.

The geo-fencing device may have a location relative to the geo-fencingboundary. The location of the geo-fencing device may be used todetermine the location of the geo-fencing boundary. The location of thegeo-fencing device may serve as a reference for the geo-fencingboundary. For example, if the geo-fencing boundary is a circle aroundthe geo-fencing device, the geo-fencing device may be at the center ofthe circle. Thus, depending on the location of the geo-fencing device,the geo-fencing boundaries may be determined to be a circle around thegeo-fencing device, with the geo-fencing device at its center and with apredetermined radius. The geo-fencing device need not be a center of thecircle. For example, the boundaries of the geo-fencing device may beprovided so that they are a circle that is off-set relative to thegeo-fencing device. The geo-fencing device itself may be within theboundaries of the geo-fencing device. In alternative embodiments, theboundaries of the geo-fencing device may be such that the geo-fencingdevice is outside the boundaries of the geo-fencing device. However, theboundaries of the geo-fencing device may be determined based on thelocation of the geo-fencing device. The location of the boundaries ofthe geo-fencing device may also be determined based on the geo-fencingboundary type (e.g., shape, size of the geo-fencing boundary). Forexample, if the geo-fencing boundary type is known to be a hemisphericalboundary with a center at the location of the geo-fencing device and aradius of 30 meters, and the geo-fencing device is known to have globalcoordinates of X, Y, Z, then the location of the geo-fencing boundariescan be calculated according to global coordinates.

A UAV may approach a geo-fencing device. A recognition of the boundariesof the geo-fencing device may be provided by the UAV. The UAV may fly inaccordance with flight regulations that may have different rules basedon whether the UAV is on a first side of a boundary of the geo-fencingdevice or a second side of a boundary of the geo-fencing device.

In one example, a UAV may not be permitted to fly within the boundariesof a geo-fencing device. Thus, when a UAV approaches the geo-fencingdevice, a detection may be made that the geo-fencing boundaries areclose, or that the UAV has crossed the geo-fencing boundary. Thedetection may be made by the UAV. For instance, the UAV may be aware ofthe UAV location and the geo-fencing boundary. In another example, thedetection may be made by an air control system. The air control systemmay receive data bout the UAV location and/or the geo-fencing devicelocation. The UAV may or may not be aware of the geo-fencing devicelocation. The flight regulations may be such that the UAV is notpermitted to fly within the boundary. A flight response measure may betaken by the UAV. For example, the course of the UAV may be altered tocause the UAV to not enter the region within the geo-fencing boundary ormay cause the UAV to leave the region within the geo-fencing boundary ifthe UAV has entered. Any other type of flight response measure may betaken, which may include providing an alert to a user of the UAV, or anair control system. The flight response measure may be initiatedon-board the UAV or may be initiated from an air control system.

In instance, the UAV may approach a geo-fencing device. The UAV may beaware of the UAV's own location (e.g., using a GPS unit, any othersensors, or any other technique described elsewhere herein). The UAV maybe aware of the geo-fencing device's location. The UAV may sense thegeo-fencing device directly. The geo-fencing device may sense the UAVand may transmit a signal to the UAV indicative of the geo-fencingdevice location. The UAV may receive an indication of the geo-fencingdevice from an air control system. Based on the geo-fencing devicelocation, the UAV may be aware of the location of the geo-fencingboundary. The UAV may be able to calculate the location of thegeo-fencing boundary based on the known location of the geo-fencingdevice. In other instances, calculation of the geo-fencing boundarylocation may be performed off-board the UAV and the location of thegeo-fencing boundary may be transmitted to the UAV. For example, ageo-fencing device may know its own location and the type of boundary(e.g., spatial disposition of the boundary relative to the devicelocation). The geo-fencing device may calculate the location of itsgeo-fencing boundary and transmit the boundary information to the UAV.The boundary information may be transmitted directly from thegeo-fencing device to the UAV or via one more intermediary (e.g., aircontrol system). In another example, the air control system may know thegeo-fencing device location. The air control system may receive thegeo-fencing device location from the geo-fencing device, or from theUAV. The air control system may know the type of boundary. The aircontrol system may calculate the location of the geo-fencing boundaryand may transmit the boundary information to the UAV. The boundaryinformation may be transmitted directly from the air control system tothe UAV. The boundary information may be transmitted directly from theair control system to the UAV or via one or more intermediary. When thelocation of the geo-fencing boundary location is known to the UAV, theUAV may compare its own location relative to the geo-fencing boundarylocation.

Based on the comparison, one or more flight response measure may betaken. The UAV may be able to self-initiate a flight response measure totake. The UAV may have a set of flight regulations stored on-board theUAV and may be able to initiate the flight response measure incompliance with the flight regulations. Alternatively, the flightregulations may be stored off-board the UAV but may be accessible by theUAV, for the UAV to determine the flight response measure to be taken bythe UAV. In another example, the UAV does not self-initiate the flightresponse, but may receive the flight response instruction from anexternal source. Based on the location comparison the UAV may ask theexternal source whether a flight response measure is needed, and theexternal source may provide an instruction for a flight response measureif needed. For example, the air control system may look at the locationcomparison and determine whether a flight response measure is needed. Ifso the air control system may provide the direction to the UAV. Forinstance, if a UAV flight path needs to deviate to avoid entrance withinthe geo-fencing boundary, then the command to alter the flight path maybe provided.

In another instance, the UAV may approach a geo-fencing device. The UAVmay be aware of the UAV's own location (e.g., using a GPS unit, anyother sensors, or any other technique described elsewhere herein). TheUAV is optionally not aware of the geo-fencing device's location. TheUAV may provide information about the UAV location to an externaldevice. In one example, the external device is a geo-fencing device. Thegeo-fencing device may be aware of its own location. The geo-fencingdevice may be aware of the UAV location, from the information providedfrom the UAV. In alternative embodiments, the geo-fencing device maysense the UAV and determine the UAV location based on the sensed data.The geo-fencing device may be able to receive information about the UAVlocation from an additional source, such as an air control system. Thegeo-fencing device may be aware of the location of the geo-fencingboundary. The geo-fencing device may be able to calculate the locationof the geo-fencing boundary based on the known location of thegeo-fencing device. The calculation of the boundary location may also bebased on the boundary type (e.g., spatial disposition of the boundaryrelative to the device location). When the location of the geo-fencingboundary location is known, the geo-fencing device may compare the UAVlocation relative to the geo-fencing boundary location.

In another example, the external device is an air control system. Theair control system may be aware of a geo-fencing device location. Theair control system may receive the geo-fencing device location directlyfrom the geo-fencing device, or via one or more intermediary devices.The air control system may sense the geo-fencing device and determinethe geo-fencing device location based on the sensed data. In someinstances, information from one or more recorders may be used todetermine a location of the geo-fencing device. The air control systemmay be able to receive the location of the geo-fencing device from anadditional source, such as the UAV. The air control system may be awareof the UAV location, from the information provided from the UAV. Inalternative embodiments, the air control system device may sense the UAVand determine the UAV location based on the sensed data. In someinstances, information from one or more recorders may be used todetermine a location of the UAV. The geo-fencing device may be able toreceive information about the UAV location from an additional source,such as a geo-fencing device. The air control system may be aware of thelocation of the geo-fencing boundary. The air control system may receivethe location of the geo-fencing device boundary from the geo-fencingdevice or another source. The air control system may be able tocalculate the location of the geo-fencing boundary based on the knownlocation of the geo-fencing device. The calculation of the boundarylocation may also be based on the boundary type (e.g., spatialdisposition of the boundary relative to the device location). When thelocation of the geo-fencing boundary location is known, the air controlsystem may compare the UAV location relative to the geo-fencing boundarylocation.

Based on the comparison, one or more flight response measure may betaken. The geo-fencing device, or the air control system may be able toprovide information about the comparison to the UAV. The UAV may be ableto self-initiate a flight response measure to take. The UAV may have aset of flight regulations stored on-board the UAV and may be able toinitiate the flight response measure in compliance with the flightregulations. Alternatively, the flight regulations may be storedoff-board the UAV but may be accessible by the UAV, for the UAV todetermine the flight response measure to be taken by the UAV.

In another example, the UAV does not self-initiate the flight response,but may receive the flight response instruction from an external source.The external source may be geo-fencing device or an air control system.Based on the location comparison, the external source may provide aninstruction for a flight response measure if needed. For example, theair control system may look at the location comparison and determinewhether a flight response measure is needed. If so the air controlsystem may provide the direction to the UAV. For instance, if a UAVflight path needs to deviate to avoid entrance within the geo-fencingboundary, then the command to alter the flight path may be provided.

Any description previously provided to flight regulation may be appliedherein. The geo-fencing devices may establish the boundaries oflocations that may play into the flight regulations. Various types offlight regulations may be imposed as provided elsewhere herein. Thegeo-fencing devices may be used to establish boundaries for thedifferent types of flight regulations, which may include regulationsthat may affect flight of the UAV (e.g., flight path, take-off,landing), operation of a payload of the UAV, positioning of a payload ofthe UAV, operation of a carrier of the UAV, operation or disposition ofone or more sensors of the UAV, operation of one or more communicationunits of the UAV, operation of a navigation of the UAV, powerdisposition of the UAV, and/or any other operations of the UAV.

FIG. 19 shows a side view of a geo-fencing device, geo-fencing boundary,and UAV in accordance with an embodiment of the invention. A geo-fencingdevice 1910 may be provided at any location. For example, thegeo-fencing device may be provided on an object 1905, or on a surface1925. The geo-fencing device may be used as a reference for one or moregeo-fencing boundary 1920. A UAV 1930 may approach the geo-fencingdevice and/or geo-fencing boundary.

The geo-fencing device 1910 may be established at a location. In someinstances, the geo-fencing device may be provided in a permanent orsemi-permanent manner. The geo-fencing device may be substantiallyimmovable. The geo-fencing device may not be moved manually without aidof a tool. The geo-fencing device may remain at the same location. Insome instances, the geo-fencing device may be affixed or attached to anobject 1905. The geo-fencing device may be built into the object.

Alternatively, the geo-fencing device may be easily movable and/orportable. The geo-fencing device may be moved manually without requiringa tool. The geo-fencing device may move from location to location. Thegeo-fencing device may be attached to or supported by the object in aremovable manner. In some instances, the geo-fencing device may be ahandheld device. The geo-fencing device may be picked up and carried bya human. The geo-fencing device may be picked up and carried by a humanin one hand. The geo-fencing device may be easily transportable. In someembodiments, the geo-fencing device may weigh less than or equal toabout 500 kg, 400 kg, 300 kg, 200 kg, 150 kg, 100 kg, 75 kg, 50 kg, 40kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10 kg, 9 kg, 8 kg, 7 kg, 6 kg, 5kg, 4 kg, 3 kg, 2 kg, 1.5 kg, 1 kg, 750 g, 500 g, 300 g, 200 g, 100 g,75 g, 50 g, 30 g, 20 g, 15 g, 10 g, 5 g, 3 g, 2 g, 1 g, 500 mg, 100 mg,50 mg, 10 mg, 5 mg, or 1 mg. The geo-fencing device may have a volume ofless than or equal to about 5 m³, 3 m³, 2 m³, 1 m³, 0.5 m³, 0.1 m³, 0.05m³, 0.01 m³, 0.005 m³, 0.001 m³, 500 cm³, 300 cm³, 100 cm³, 75 cm³, 50cm³, 30 cm³, 20 cm³, 10 cm³, 5 cm³, 3 cm³, 1 cm³, 0.1 cm³, or 0.01 cm³.The geo-fencing device may be worn by an individual. The geo-fencingdevice may be carried in a pocket, bag, pouch, purse, backpack, or anyother article of individual.

The geo-fencing device may be moved from location to location with aidof an individual. For example, a user may pick up a geo-fencing device,move it to another location, and put it down. Optionally, a user mayneed to detach the geo-fencing device from an existing object, then pickup the geo-fencing device, move it to another location, and attach it atthe new location. Alternatively, the geo-fencing device may beself-propelled. The geo-fencing device may be mobile. For example, thegeo-fencing device may be another UAV, or may be another vehicle (e.g.,ground based vehicle, water-based vehicle, air-based vehicle,space-based vehicle). In some instances, the geo-fencing device may beattached to or supported by a UAV or other vehicle. The location of thegeo-fencing device may be updated and/or tracked as it moves.

In some embodiments, the geo-fencing device may be substantiallystationary during use. The geo-fencing device may be provided on anobject 1905 or on a surface 1925. The object may be a naturallyoccurring object or a man-made object. Examples of naturally occurringobjects may include trees, bushes, stones, hills, mountains, or anyother naturally occurring object. Examples of man-made objects mayinclude structures (e.g., buildings, bridges, poles, fences, walls,piers, buoys) or any other man-made object. In one example, thegeo-fencing device may be provided on a structure, such as a roof of abuilding. The surface may be a naturally occurring surface or may be aman-made surface. Examples of surfaces may include ground surface (e.g.,terrain, dirt, gravel, asphalt, roads, flooring) or water-based surfaces(e.g., lakes, oceans, rivers, creeks).

Optionally, a geo-fencing device may be UAV docking station. Thegeo-fencing device may be affixed to a UAV docking station. Thegeo-fencing device may be placed on a UAV docking station or may besupported by the UAV docking station. The geo-fencing device may be partof the UAV docking station or may be integrally formed into the UAVdocking station. A UAV docking station may permit one or more UAVs toland on the docking station or be supported by the docking station. AUAV docking station may include one or more landing zones that may beused to bear weight of the UAV. The UAV docking station may providepower to the UAV. In some instances, the UAV docking station may be usedto charge one or more power units (e.g., batteries) on-board the UAV.The UAV docking station may be used to swap out power units from the UAVwith new power units. The new power units may have a higher energycapacity or state of charge. The UAV docking station may be able toconduct repairs on the UAV or provide spare parts to the UAV. The UAVdocking station may accept an item carried by the UAV or may store anitem that may be picked up to be carried by the UAV.

The geo-fencing device may be any type of device. The device may be acomputer (e.g., personal computer, laptop computer, server), mobiledevice (e.g., smartphone, cellular phone, tablet, personal digitalassistant), or any other type of device. The device may be a networkdevice capable of communicating over a network. The device comprise oneor more memory storage units which may include non-transitory computerreadable medium which may store code, logic or instructions forperforming one or more steps described elsewhere herein. The device mayinclude one or more processors that may individually or collectivelyexecute one or more steps in accordance with the code, logic, orinstructions of the non-transitory computer readable medium as describedherein.

A device may become a geo-fencing device when the device provides areference point for a set of boundaries associated with a set of flightregulations. In some instances, the device may be a geo-fencing devicewhen a software or application is operating on the device that mayprovide the location of the device as a reference point for a set ofboundaries associated with a set of flight regulations. For example, auser may have a device that performs additional functions, such as asmartphone. An application may be downloaded to the smartphone that maycommunicate with an air control system, another component of anauthentication system, or any other system. The application may providethe air control system with a location of the smartphone and indicatethat the smartphone is a geo-fencing device. Thus, the location of thesmartphone may be known and may be used to determine boundaries that maybe associated with restrictions. The device may already have a locatoror may use locating systems to determine a location of the device. Forinstance, locations of smartphones and/or tablets or other mobiledevices may be determined. The locations of the mobile devices may beleveraged to provide a reference point as a geo-fencing device.

In some embodiments, a geo-fencing device may be designed to be providedin an outdoor environment. The geo-fencing device may be designed towithstand various climates. The geo-fencing device may have a housingthat may partially or completely enclose one or more components of thegeo-fencing device. The housing may protect the one or more componentsfrom wind, dust, or precipitation (e.g., rain, snow, hail, ice). Thehousing of the geo-fencing device may or may not be air tight, and mayor may not be water proof. The housing of the geo-fencing device mayenclose one or more processors of the geo-fencing device. The housing ofthe geo-fencing device may enclose one or more memory storage units ofthe geo-fencing device. The housing of the geo-fencing device mayenclose a locator of the geo-fencing device.

In some embodiments, the geo-fencing device may be a remote controllerconfigured to receive a user input. The remote controller may controloperation of the UAV. This may be useful when a geo-fencing boundary isused to permit operation of the UAV within the geo-fencing boundary, butrestrict operation of the UAV outside the geo-fencing boundary. Forinstance, the UAV may only be permitted to fly within the geo-fencingboundary. If the UAV approaches or exits the boundary, the flight pathof the UAV may be altered to keep the UAV within the geo-fencingboundary. If the UAV is only permitted to fly within the geo-fencingboundary, this may keep the UAV within a specified proximity of theremote controller. This may help the user keep tabs on the UAV moreeasily. This may prevent the UAV from flying outside a desired range andgetting lost. If the geo-fencing device is the remote controller, theuser may be able to walk around and the geo-fencing device boundary maymove along with the remote controller. Thus, the user may have somefreedom to freely traverse an area, while the UAV remains within adesired boundary relative to the user.

A geo-fencing boundary may include one or more lateral boundaries. Forinstance, a geo-fencing boundary may be a two-dimensional region thatmay define a lateral dimension of space within a geo-fencing boundaryand space outside a geo-fencing boundary. The geo-fencing boundary mayor may not include an altitude boundary. The geo-fencing boundary maydefine a three-dimensional volume.

FIG. 19 provides an illustration where the geo-fencing boundary 1920 mayinclude a lateral aspect and an altitude aspect. For example one or morelateral boundaries may be provided. An altitude ceiling and/or floor maybe provided. For example, an altitude ceiling may define the top of theboundary. The altitude floor may define a bottom of the boundary. Theboundaries may be substantially flat, or may be curved, slanted, or haveany other shape. Some boundaries may have cylindrical shapes, prismaticshapes, conical shapes, spherical shapes, semi-spherical shapes, bowlshapes, doughnut shapes, tetrahedral shapes, or any other shapes. In oneillustration, and UAV may not be permitted to fly within the geo-fencingboundary. The UAV may freely fly outside the geo-fencing boundary. Thus,the UAV may fly above the altitude ceiling provided in FIG. 19.

In some embodiments, a geo-fencing system may be provided. Thegeo-fencing system may be a subsystem of an air control system. In someinstances, an air control system may include a geo-fencing module thatmay perform one or more examples described herein. Any descriptionherein of a geo-fencing system may apply to a geo-fencing module thatmay be part of an air control system. The geo-fencing module may be partof an authentication system. Alternatively, a geo-fencing system may beseparate and/or independent of an authentication system or air controlsystem.

The geo-fencing system may accept application for the establishment ofgeo-fencing devices. For example, when geo-fencing devices are part of aUAV system, they may be identified and/or tracked. A geo-fencing devicemay have a unique identity. For instance, the geo-fencing device mayhave a unique geo-fencing identifier that may uniquely identify and/ordifferentiate the geo-fencing device from other geo-fencing devices.Identity information about a geo-fencing device may be gathered. Suchinformation may include information about a geo-fencing device type. Ageo-fencing device identifier may be used to ascertain a geo-fencingdevice type. Further description may be provided elsewhere herein aboutgeo-fencing device type.

In some embodiments, geo-fencing device identifiers may be provided froman ID registration center. The ID registration center may also provideuser identifier and/or UAV identifiers (e.g., ID registration center 210illustrated in FIG. 2). Alternatively, a geo-fencing device may use aseparate ID registration center from the UAV and/or user. Thus,geo-fencing devices may be identified. When the geo-fencing devicesundergo application for establishment through the geo-fencing system,the geo-fencing devices may be identified.

In some embodiments, geo-fencing devices may also under authentication.Authentication of the geo-fencing devices may include confirming thatthe geo-fencing devices are the geo-fencing devices indicated by thegeo-fencing device identifier. Any authentication technique may be usedto authenticate the geo-fencing device. Any techniques used forauthenticated a UAV and/or user may be used in authenticating ageo-fencing device. A geo-fencing device may have a geo-fencing devicekey. The geo-fencing device key may be used during the authenticationprocess. In some instances an AKA process may be used to aid inauthentication of the geo-fencing device. Further possible processes forauthenticating the geo-fencing device are described in greater detailelsewhere herein. The geo-fencing system may prevent the geo-fencingdevices from being cloned. The geo-fencing system may prevent a clonedgeo-fencing device from being authenticated by an air administrationsystem (e.g., air control system) and the UAV. An authenticatedgeo-fencing device may be used by the air control system and maycommunicate with the UAV.

The geo-fencing system may track the identities of the geo-fencingdevice that have undergone a registration process of with thegeo-fencing device system. The geo-fencing device may have beenauthenticated prior to successfully being registered with thegeo-fencing device system. In some instances, a geo-fencing device isregistered once with the geo-fencing device subsystem. Alternatively,registration may occur multiple times. The geo-fencing device may beidentified and/or authenticated every time the geo-fencing device ispowered on. In some instances, the geo-fencing devices may remainpowered on during use. In some instances, the geo-fencing devices may bepowered off. When the geo-fencing devices are powered off, and thenpowered back on, they may undergo an identification and/orauthentication process to be established in the system. In someinstances, only geo-fencing devices that are currently on are tracked bythe system. Data relating to geo-fencing devices that were onceestablished but are not currently powered on may be stored by thesystem. When the devices are powered off, they need to be tracked.

The geo-fencing system may examine and determine an effective spatialrange, duration and/or restrictive hierarchy of the geo-fencing devices.For example, the location of the geo-fencing devices may be tracked. Insome instances, the geo-fencing devices may self-report their locations.In some instances, the geo-fencing devices may have a location tracker,such as a GPS unit, or one or more sensors. The geo-fencing device maytransmit information about the geo-fencing device location to thegeo-fencing system. The location may include coordinates of thegeo-fencing device, such as global coordinates or local coordinates.

The geo-fencing system may keep track of geo-fencing boundaries for eachof the geo-fencing devices. The geo-fencing devices may have the sametypes of boundaries or may have different types of boundaries. Forinstance, the boundaries from device to device may differ. Thegeo-fencing system may keep track of the type of boundaries and thelocations of the geo-fencing devices. Thus, the geo-fencing system maybe able to determine locations of the boundaries of the geo-fencingdevices. The effective spatial range of the geo-fencing devices may beknown by the system.

The duration of the geo-fencing device boundaries may be known. In someembodiments, the geo-fencing boundaries may remain static over time.They may remain on as long as the geo-fencing device is powered on. Inother instances, the geo-fencing boundaries may change over time. Evenwhen a geo-fencing device is powered on, the geo-fencing boundaries mayhave the same scope, but may be in effect, or may not be in effect. Forexample, from 2 pm to 5 pm every day, the geo-fencing boundary may beprovided, while during rest of the hours, the geo-fencing boundaries arenot in effect. The shape and/or size of the geo-fencing boundary maychange over time. The changes in geo-fencing boundary may be based ontime of day, day of the week, day of the month, week of the month,month, quarter, season, year, or any other time related factor. Thechanges may be regular or periodic. Alternatively, the changes may beirregular. In some instances, a schedule may be provided which thegeo-fencing boundary changes may follow. Further examples andillustrations of changing geo-fencing boundaries are provided in greaterdetail elsewhere herein.

Hierarchy of geo-fencing devices may be known by the geo-fencingsubsystem. Earlier description of hierarchy of various flightregulations may apply to hierarchy of geo-fencing devices. For instance,if multiple geo-fencing devices have an overlapping spatial range, theoverlapping range may be treated in accordance with hierarchy. Forexample, flight regulations pertaining to a geo-fencing device with ahigher hierarchy may apply in the overlapping region. Alternatively,more restrictive flight regulations may be used in the overlappingregion.

A geo-fencing system may determine how a geo-fencing device may beannounced. In some instances, the geo-fencing device may emit a signal.The signal may be used to detect the geo-fencing device. The UAV may usebe able to detect the signal from the geo-fencing device to detect thegeo-fencing device. Alternatively, a UAV may not be able to directlydetect the geo-fencing device, but a geo-fencing system may be able todetect the geo-fencing device. A recorder, such as recorders describedelsewhere herein, may be able to detect the geo-fencing device. An aircontrol system may be able to detect the geo-fencing device. Thegeo-fencing device may be announced in any way. For instance, thegeo-fencing device may be announced using an electromagnetic signal, oracousto-optic signal. The signal from the geo-fencing device may bedetected with aid of a vision sensor, infrared sensor, ultravioletsensor, sound sensor, magnetometer, radio receiver, WiFi receiver, orany other type of sensor or receiver. The geo-fencing system may trackwhich geo-fencing devices use which type of signal. The geo-fencingsystem may inform one or more other devices or systems (e.g., UAVs)which type of signal is provided by a geo-fencing device, so that acorrect sensor may be used to detect the geo-fencing device. Thegeo-sensing information may also track information such as frequencyranges, bandwidths, and/or protocols used in transmitting the signal.

A geo-fencing system may manage a resource pool for UAV flight based oninformation from the geo-fencing devices. Geo-fencing devices may imposeone or more regulations on UAV operation. For example, the UAV flightmay be restricted based on the geo-fencing devices. An example of aresource may be available airspace. The available airspace may berestricted based on the location and/or boundaries of the geo-fencingdevices. The available airspace information may be used by the aircontrol system in allocating resources for a UAV. The available airspacemay be updated in real-time. For instance, geo-fencing devices may beturned or off, may be added or removed, may be moved, or boundaries ofthe geo-fencing devices may change over time. Thus, the availableairspace may change over time. The available airspace may be updated inreal-time. The available airspace may be updated continuously or on aperiodic basis. The available airspace may be updated at regular orirregular intervals of time, or in accordance with a schedule. Theavailable airspace may be updated in response to an event, such as arequest for a resource. In some instances, an available airspace may bepredicted over time. For instance, if geo-fencing device schedules areknown ahead of time, some changes in the air space may be predictable.Thus, when a user asks for a resource, such as airspace, for a futuretime, a predicted available airspace may be assessed. In someembodiments, different levels may be provided. For example, differentoperational level of users may be provided. Based on the operationallevel of the user, different resources may be available to the user. Forinstance, some geo-fencing restrictions may only apply to certain userswhile not applying to other users. A user type may affect the availableresources. Another example of a level may include a UAV type. A UAV typemay affect the available resources. For instance, some geo-fencingrestrictions may apply to certain models of UAV while not applying toother models of UAVs.

When a user wishes to operate a UAV, a request for one or more resourcesmay be made. In some instances, the resources may include some space fora period of time. The resources may include devices, such as thosedescribed elsewhere herein. Based on the available resources, the flightplan may be accepted or rejected. In some instances, alterations may beprovided to the flight plan to comply with the available resources. Thegeo-fencing device information may be used in determining availabilityof resources. The geo-fencing device information may be useful indetermining whether a proposed flight plan is accepted, rejected, oraltered.

A use may interact with a geo-fencing system. The user may inquire thegeo-fencing system about the allocation of resources. For example, auser may ask for an allocation of the status of available airspace orother resources. The user may ask about the allocation of the status ofavailable airspace corresponding to the user's level (e.g., operationallevel, user type). The user may ask for allocation of the status ofavailable airspace corresponding to a UAV type or other characteristic.In some instances, a user may receive information back from thegeo-fencing system about the allocation of resources. In some instances,the information may be presented in a graphical format. For example, amap may be provided showing available airspace. The map may showavailable airspace at the current point in time when the user makes theinquiry, or may project available airspace at a future point in timethat the user is inquiring after. The map may show locations and/orboundaries of the geo-fencing device. Further descriptions of userinterfaces that may show geo-fencing devices and/or available resourcesmay be provided in greater detail elsewhere herein (e.g., FIG. 35).

In some embodiments, a non-compliance countermeasure system may beprovided. The non-compliance countermeasure system may be a subsystem ofan air control system. An air control system may include anon-compliance countermeasure module that may perform one or more of theactions described herein. Any description herein of a non-compliancecountermeasure system may apply to a non-compliance countermeasuremodule that may be part of an air control system. The non-compliancecountermeasure module may be part of an authentication system.Alternatively, a non-compliance countermeasure system may be separateand/or independent of an authentication system or air control system.

The non-compliance countermeasure system may track UAV activity. Forexample, the location of the UAV may be tracked. The location of the UAVmay include orientation of the UAV. Tracking location of the UAV mayalso include tracking movement of the UAV (e.g., translational velocity,translational acceleration, angular velocity, angular acceleration).Other operations of the UAV may be tracked, such as operation of thepayload, positioning of the payload, operation of a carrier, operationof one or UAV sensors, operation of a communication unit, operation of anavigation unit, power dissipation, or any other activities of the UAV.The non-compliance countermeasure system may detect when the UAV isbehaving abnormally. The non-compliance countermeasure system may detectwhen a UAV engages in behavior that is not in compliance with a set offlight regulations. The user identity and/or the UAV identity may beconsidered in determining whether the UAV is complying or is notcomplying with the set of flight regulations. Geo-fencing data may beconsidered in determining whether UAV is complying or is not complyingwith the set of flight regulations. For example, the non-compliancecountermeasure system may detect when an unauthorized UAV appears in arestricted airspace. A restricted airspace may be provided withinboundaries of a geo-fencing device. The user and/or UAV may not beauthorized to enter the restricted airspace. However, the presence ofthe UAV approaching or entering the restricted airspace may be detected.The UAV activity may be tracked in real-time. The UAV activity may becontinuously tracked, periodically tracked, tracked according to aschedule, or tracked in response to a detected event or condition.

The non-compliance countermeasure system may send out a warning when aUAV is about to engage in an activity that does not comply with a set offlight regulations for the UAV. For example, if the unauthorized UAV isabout enter the restricted airspace, a warning may be provided. Thewarning may be provided in any manner. In some instances, the warningmay be an electromagnetic or acousto-optic warning. An alert may beprovided to a user of the UAV. The alert may be provided via a userterminal, such as a remote controller. A warning may be provided to theair control system and/or the UAV. A user may be presented with anopportunity to change the UAV behavior to cause the UAV to comply withthe flight regulations. For example, if the UAV is approachingrestricted airspace, the user may have some time to alter the path ofthe UAV to avoid the restricted airspace. Alternatively, the user maynot be presented with an opportunity to change the UAV behavior.

The non-compliance countermeasure system may cause a flight responsemeasure to be effected by the UAV. The flight response measure may comeinto effect to cause the UAV to comply with the set of flightregulations. For example, if the UAV has entered a restricted region,the UAV flight path may be altered to cause the UAV to exit therestricted region immediately, or to cause the UAV to land. The flightresponse measure may be a coercive measure that may override one or moreuser input. The flight response measure may be a mechanical,electromagnetic, or acousto-optic measure or takeover of control of theUAV. The measure may cause the UAV to dispel, be captured, or evendestroyed if the warning is ineffective. For example, the measure mayautomatically cause an alteration of the UAV flight path. The measuremay cause the UAV to automatically land. The measure may cause the UAVto power off or self-destruct. Any other flight response measure, suchas those described elsewhere herein, may be employed.

The non-compliance countermeasure system may record and trackinformation about the UAV activity. The various types of informationabout UAV may be recorded and/or stored. In some embodiments, theinformation may be stored in a memory storage system. All informationpertaining to UAV activity may be stored. Alternatively, a subset of theinformation pertaining to the UAV activity may be stored. In someinstances, the recorded information may be used to facilitate post factoreview. The recorded information may be used for forensic purposes. Insome instances, the recorded information may be used for disciplinaryactions. For example, an event may take place. The recorded informationpertinent to the event may be reviewed. The information may be used todetermine details of how or why the event occurred. If the event is anaccident, the information may be used to determine a cause of theaccident. The information may be used to allocate fault for theaccident. For example, if a party is responsible for the accident, theinformation may be used to determine that the party is at fault.Disciplinary actions may be instituted if the party is at fault. In someinstances, multiple parties may share varying degrees of fault.Disciplinary action may be allocated depending on the recordedinformation. In another example, the event may be an action by the UAVthat is not in compliance with a set of flight regulations. For example,a UAV may fly through a region where photography is not permitted.However, the UAV may have captured images using the camera. The UAV mayhave somehow continued capturing images after a warning was issued. Theinformation may be analyzed to determine for how long the UAV capturedthe images or the types of images that were captured. The event may beabnormal behavior exhibited by the UAV. If a UAV exhibited abnormalbehavior, the information may be analyzed to determine a cause of theabnormal behavior. For example, if the UAV performed an action that didnot match a command issued from a user remote controller, theinformation may be analyzed to determine how or why the UAV performedthe action.

In some embodiments, the recorded information may not be alterable.Optionally, a private user may not be able to alter the recordedinformation. In some instances, only an operator or administrator of thememory storage system and/or the non-compliance countermeasure systemmay be able to access the recorded information.

Types of Communications

UAVs and geo-fencing devices may interact in a UAV system. Geo-fencingdevices may provide one or more geo-fencing boundaries that may affectavailable airspace for the UAV and/or activities that the UAV may or maynot perform while in the airspace.

FIG. 39 shows different types of communications between UAVs andgeo-fencing devices, in accordance with an embodiment of the invention.A geo-fencing device may be on-line 3910 or may be off-line 3920. Thegeo-fencing device may only receive signals from the UAV 3930, may onlysend signals to the UAV 3940, or may both send and receive signals fromthe UAV 3950.

A geo-fencing device may be online 3910 when the geo-fencing device isconnected to (e.g., in communication with) an authentication center. Thegeo-fencing device may be online when the geo-fencing device isconnected to (e.g., in communication with) any portion of theauthentication system. The geo-fencing system may be online when thegeo-fencing device is connected to (in communication with) an aircontrol system or module thereof (e.g., geo-fencing module,non-compliance counter measure module). The geo-fencing device may beonline when the geo-fencing device is connected to a network. Thegeo-fencing device may be online when the geo-fencing device is directlyconnected to another device. The geo-fencing device may be online whenthe geo-fencing device is capable of communicating with another deviceor system.

A geo-fencing device may be offline 3920 when the geo-fencing device isnot connected to (e.g., in communication with) an authentication center.The geo-fencing device may be offline when the geo-fencing device is notconnected to (e.g., in communication with) any portion of theauthentication system. The geo-fencing system may be offline when thegeo-fencing device is not connected to (in communication with) an aircontrol system or module thereof (e.g., geo-fencing module,non-compliance counter measure module). The geo-fencing device may beoffline when the geo-fencing device is not connected to a network. Thegeo-fencing device may be offline when the geo-fencing device is notdirectly connected to another device. The geo-fencing device may beoffline when the geo-fencing device is not capable of communicating withanother device or system.

A geo-fencing device may communicate with a UAV. Communications betweena geo-fencing device and a UAV may occur in various ways. For example,the communications may occur via channel, signal system, multi-accessmode, signal format, or signaling format. Communications between thegeo-fencing device and the UAV may be direct or may be indirect. In someinstances, only direct communications may be employed, only indirectcommunications may be employed or both direct and indirectcommunications may be employed. Further examples and details pertainingto direct and indirect communications are provided elsewhere herein.

When the geo-fencing device only receives signals from the UAV 3930,indirect communications may be used. When the geo-fencing device isonline, the indirect communications may include signals to the UAV. Forexample, a network may be employed to convey signals to the UAV from thegeo-fencing device. When the geo-fencing device is offline, the indirectcommunications may include recorded presence of the UAV. The geo-fencingdevice may be able to detect the presence of the UAV or receive indirectcommunication of the presence of the UAV.

When the geo-fencing device only sends signal to the UAV 3940, directcommunications may be used. Direct communications may be used regardlessof whether the geo-fencing device is online or offline. Even if ageo-fencing device is not in communication with an authentication systemor component thereof, the geo-fencing device may be capable of directlycommunicating with the UAV. The geo-fencing device may send directcommunications to the UAV. The geo-fencing device may provide a directcommunication via a wireless signal. The direct communication may be anelectromagnetic signal, an opto-acoustic signal or any other type ofsignal.

When the geo-fencing device both sends and receives signals with the UAV3950 (e.g., engages in two-way communication), direct or indirectcommunications may be used. In some instances, direct and indirectcommunications may be used simultaneously. The geo-fencing device andthe UAV may switch between using direct and indirect communications. Thedirect or indirect communications may be used regardless of whether thegeo-fencing device is online or offline. In some embodiments, the directcommunications may be used for the portion of the two-way communicationsfrom the geo-fencing device to the UAV while the indirect communicationsmay be used for the portion of the two-way communications from the UAVto the geo-fencing device. For the portion of the two-way communicationsfrom the UAV to the geo-fencing device, the indirect communications mayinclude a signal to the UAV when the geo-fencing device is online, andmay include a recorded presence of the UAV when the geo-fencing deviceis offline. Alternatively, the direct and indirect communications may beused interchangeably without regard to direction.

Optionally, communication rules may be stored in memory on-board ageo-fencing device. Optionally, one or more rules pertaining to one ormore sets of flight regulations may be stored on-board the geo-fencingdevice. The geo-fencing device may or may not be capable of connecting anetwork, such as the Internet, any other WAN, a LAN, atelecommunications network, or a data network. If the geo-fencing devicecan be connected to the network, the geo-fencing device need not bestoring the rules in the memory. For instance, the communication rulesneed not be stored on-board the geo-fencing device. Alternatively, oneor more rules pertaining to the one or more sets of flight regulationsneed not be stored on-board the geo-fencing device. The geo-fencingdevice may access the rules stored on a separate device or memorythrough the network.

The geo-fencing device memory may store geo-fence identification and/orauthentication information. For example, the geo-fencing device memorymay store a geo-fencing device identifier. The memory may store ageo-fencing device key. Related algorithms may be stored. Thegeo-fencing device identifier and/or key may not be altered. Optionally,the geo-fencing device identifier and/or key may not be externallyreadable. The geo-fencing device identifier and/or key may be stored ina module that may be inseparable from the geo-fencing device. The modulemay not be removed from the geo-fencing device without damaging thefunction of the geo-fencing device. In some instances, the geo-fencingidentification and/or authentication information may be stored on-boardthe geo-fencing device independent of whether the geo-fencing device mayaccess a network.

The geo-fencing device may include a communication unit and one or moreprocessors. The one or more processors may individually or collectivelyperform any of the steps or functions of the geo-fencing devices. Thecommunication unit may permit direct communications, indirectcommunications, or both indirect and direct communications. Thecommunication unit and the one or more processors may be provided on thegeo-fencing device independent of whether the geo-fencing device mayaccess a network.

In some embodiments, a UAV may be offline or online. A UAV may beoffline (e.g., not connected to the authentication system). Whenoffline, the UAV may not be in communication with any component of theauthentication system, such as the authentication center, air controlsystem, or module of the air control system (e.g., geo-fencing module,non-compliance counter measure module). The UAV may be offline when theUAV is not connected to a network. The UAV may be offline when the UAVis not directly connected to another device. The UAV may be offline whenthe UAV is not capable of communicating with another device or system.

When the UAV may be offline, digital signature method may be used in thecommunications. Certificate issuing and use may be used for thecommunications. Such methods may provide some measure of security tocommunications with the UAV. Such security may be provided withoutrequiring that the UAV be in communication with the authenticationsystem.

A UAV may be online when the UAV is connected to (e.g., in communicationwith) any component of an authentication system, such as anauthentication center, air control system, or any module of theauthentication center (e.g., geo-fencing module, non-compliance countermeasure module). The UAV may be online when the UAV is connected to anetwork. The UAV may be online when the UAV is directly connected toanother device. The UAV may be online when the geo-fencing device iscapable of communicating with another device or system.

When the UAV is online, various communication methods or techniques maybe employed. For example, a UAV and/or user may receive a geo-fencingsignal, and authentication may be performed at an authentication centerof an authentication system. The authentication may be for thegeo-fencing devices, which may confirm that the geo-fencing device isauthentic and authorized. In some instances, a confirmation may be madethat the geo-fencing device complies with legal standards. In someinstances, the authenticated geo-fencing device may inform the UAVand/or user about one or more sets of flight regulations. An air controlsystem may inform the UAV and/or user about the one or more sets offlight regulations imposed in response to the authenticated geo-fencingdevice.

FIG. 20 shows a system where a geo-fencing device directly transmitsinformation to a UAV, in accordance with an embodiment of the invention.A geo-fencing device 2010 may transmit a signal 2015 which may bereceived by a UAV 2030. The geo-fencing device may have a geo-fencingboundary 2020. The geo-fencing device may include a communication unit2040, memory unit 2042, detector 2044, and one or more processors 2046.The communication may be used to transmit the signal. The detector maybe used to detect the presence of the UAV 2050.

A geo-fencing device 2010 may broadcast a wireless signal 2015. Thebroadcast may occur continuously. The broadcast may occur independent ofany detected conditions. This broadcast mode may advantageously besimple. Alternatively, the broadcasting of the signal may occur when anapproaching UAV 2020 is detected. At other times, the broadcasting neednot occur. This may advantageously spare wireless resources. Thegeo-fencing device may be kept hidden until the UAV is detected.

Aspects of the invention may be directed to a geo-fencing device 2010,comprising: a communication module 2040 configured to transmitinformation within a predetermined geographic range of the geo-fencingdevice; and one or more storage units 2042 configured to store orreceive one or more sets of flight regulations for the predeterminedgeographic range of the geo-fencing device, wherein the communicationmodule is configured to send a set of flight regulations from the one ormore sets of flight regulations to a UAV when the UAV enters thepredetermined geographic range of the geo-fencing device. A method ofproviding a set of flight regulations to a UAV may be provided, saidmethod comprising: storing or receiving, in one or more storage units ofa geo-fencing device, one or more sets of flight regulations for apredetermined geographic range of the geo-fencing device; andtransmitting, with aid of a communication module configured to transmitinformation within the predetermined geographic range of the geo-fencingdevice, a set of flight regulations from the one or more sets of flightregulations to the UAV when the UAV enters the predetermined geographicrange of the geo-fencing device.

The geo-fencing device 2010 may detect a presence of a UAV 2020.Optionally, a detector 2044 of the geo-fencing device may air indetecting the presence of the UAV.

In some embodiments, the geo-fencing device may detect the UAV byidentifying the UAV via visual information. For example, the geo-fencingdevice may visually detect and/or identify the presence of the UAV. Insome instances, a camera or other form of vision sensor may be providedas a detector of the UAV. The camera may be able to detect the UAV whenthe UAV comes within a predetermined range of the geo-fencing device. Insome instances, a detector of the geo-fencing device may includemultiple cameras or vision sensors. The multiple camera or visionsensors may have different fields of view. The camera may capture animage of the UAV. The image may be analyzed to detect the UAV. In someinstances, the image may be analyzed to detect the presence or absenceof the UAV. The image may be analyzed to determine an estimated distanceof the UAV from the geo-fencing device. The image may be analyzed todetect a UAV type. For instance, different models of UAVs may bediscerned.

Information from any portion of the electromagnetic spectrum may beemployed in identifying the UAV. For instance, in addition to visiblespectra, other spectra from the UAV may be analyzed to detect and/oridentify the presence of the UAV. In some instances, a detector may bean infrared detector, an ultraviolet detector, a microwave detector,radar, or any other type of device that may detect electromagneticsignals. The detector may be able to detect the UAV when the UAV comeswithin a predetermined range of the geo-fencing device. In someinstances, multiple sensors may be provided. The multiple sensors mayhave different fields of view. In some instances, an electromagneticimage or signature of the UAV may be detected. The image or signaturemay be analyzed to detect the presence or absence of the UAV. The imageor signature may be analyzed to estimate a distance of the UAV from thegeo-fencing device. The image or signature may be analyzed to detect aUAV type. For instance, different models or UAVs may be discerned. Inone example, a first UAV model type may have a different heat signaturethan a second UAV model type.

The geo-fencing device may detect the UAV by identifying the UAV viaacoustic information (e.g., sound). For example, the geo-fencing devicemay acoustically detect and/or identify the presence of the UAV. In someinstances, a detector may include a microphone, sonar, an ultrasonicsensor, a vibration sensor, and/or any other type of acoustic sensor.The detector may be capable of detecting the UAV when the UAV comeswithin a predetermined range of the geo-fencing device. The detector mayinclude multiple sensors. The multiple sensors may have different fieldsof view. The sensors may capture an acoustic signature of the UAV. Theacoustic signature may be analyzed to detect the UAV. The acousticsignature may be analyzed to detect the presence or absence of the UAV.The acoustic signature may be analyzed to determine an estimateddistance of the UAV from the geo-fencing device. The acoustic signaturemay be analyzed to detect a UAV type. For instance, different models ofUAVs may be discerned. In one example, a first UAV model type may have adifferent acoustic signature than a second UAV model type.

The geo-fencing device may identify the approaching UAV by monitoringone or more wireless signals from the UAV. The UAV may optionally bebroadcasting a wireless signal that may be detectable by the geo-fencingdevice when the UAV comes into range. A detector of a UAV may be areceiver of the wireless signal from the UAV. The detector mayoptionally be a communication unit of the UAV. The same communicationunit may be used to transmit signals and detect a wireless communicationfrom the UAV. Alternatively different communication units may be usedtransmit the signals and to detect the wireless communication from theUAV. The wireless data captured by the detector may be analyzed todetect the presence or absence of the UAV. The wireless data may beanalyzed to estimate a distance of the UAV from the geo-fencing device.For example, a time difference or a signal strength may be analyzed toestimate the distance of the UAV from the geo-fencing device. Thewireless data may be analyzed to detect a UAV type. In some instances,the wireless data may include identifying data about the UAV, such as aUAV identifier and/or UAV type.

In some instances, the geo-fencing device may detect the UAV based oninformation from the air control system, or any other component of theauthentication system. For instance, the air control system may trackthe location of the UAV and may send a signal the geo-fencing devicewhen the air control system detects that the UAV is close to thegeo-fencing device. In other instances, the air control system may sendlocation information about the UAV to the geo-fencing device and thegeo-fencing device may make the determination that the UAV is close tothe geo-fencing device. In some embodiments, a detector may be acommunication unit that may receive the data from the air controlsystem.

A UAV may or may not be sending out any information about the UAV 2020.In some instances, the UAV may send out wireless communications. Thewireless communication may be detected by a detector on-board thegeo-fencing device. The wireless communication may include informationbroadcast by the UAV. The information broadcast by the UAV may declarethe presence of the UAV. Additional information about UAV identity mayor may not be provided. In some embodiments, the information about theUAV identity may include a UAV identifier. The information may includeinformation about UAV type. The information may include positioninformation for the UAV. For example, the UAV may broadcast its currentglobal coordinates. The UAV may broadcast any other attributes, such asparameters of the UAV or UAV type.

In some embodiments, a UAV may establish communications with thegeo-fencing device and an exchange of information may occur. Thecommunications may include one-way communications or two-waycommunications. The communications may include information about UAVidentity, geo-fencing device identity, UAV type, geo-fencing devicetype, UAV location, geo-fencing device location, geo-fencing device typeof boundary, flight regulations, or any other type of information.

The geo-fencing device may become aware of the presence of the UAVthrough the detector on-board the geo-fencing device. The geo-fencingdevice may become aware of the presence of the UAV through informationfrom other devices. For example, an air control system (e.g.,geo-fencing module, non-compliance counter measure module), anauthentication center, another geo-fencing device, another UAV mayprovide information to the geo-fencing device about the presence of theUAV.

The detector of a geo-fencing device may be configured to detect apresence of the UAV within the predetermined range of the geo-fencingdevice. In some implementations, the detector may possibly detect thepresence of the UAV outside the predetermined range. The detector mayhave a very high likelihood of detecting the presence of the UAV whenthe UAV is within the predetermined range. The detector may have greaterthan an 80% likelihood, 90% likelihood, 95% likelihood, 97% likelihood,99% likelihood, 99.5% likelihood, 99.7% likelihood, 99.9% likelihood, or99.99% likelihood of detecting the UAV when the UAV is within thepredetermined range of the geo-fencing device. The predetermined rangeof the geo-fencing device may be when the UAV is within a predetermineddistance of the geo-fencing device. The predetermined range of thegeo-fencing device may have a circular, cylindrical, semi-spherical, orspherical shape relative to the geo-fencing device. Alternatively, thepredetermined range may have any shape relative to the geo-fencingdevice. The geo-fencing device may be provided at the center of thepredetermined range. Alternatively, the geo-fencing device may be offsetfrom the center of the predetermined range.

The predetermined range of the geo-fencing device may include any orderof distance. For instance, the predetermined range of the geo-fencingdevice may be within 1 meter, 3 meters, 5 meters, 10 meters, 15 meters,20 meters, 25 meters, 30 meters, 40 meters, 50 meters, 70 meters, 100meters, 120 meters, 150 meters, 200 meters, 300 meters, 500 meters, 750meters, 1000 meters, 1500 meters, 2000 meters, 2500 meters, 3000 meters,4000 meters, 5000 meters, 7000 meters, or 10000 meters.

A communication unit of the geo-fencing device may be configured totransmit information to the UAV within the predetermined range of thegeo-fencing device. The communication unit may be configured tocontinuously transmit the information, periodically transmit theinformation, transmit the information in accordance with a schedule, ortransmit the information upon a detected event or condition. Thetransmitted information may be broadcasted so that it may be received bythe UAV. If other devices were within the predetermined range they mayreceive the information as well. Alternatively, only selected devicesmay receive the information, even when within the range. In someimplementations, the communication unit may possibly transmitinformation to the UAV outside the predetermined range. Thecommunication unit may have a very high likelihood of communicationsreaching the UAV when the UAV is within the predetermined range. Thecommunication unit may have greater than an 80% likelihood, 90%likelihood, 95% likelihood, 97% likelihood, 99% likelihood, 99.5%likelihood, 99.7% likelihood, 99.9% likelihood, or 99.99% likelihood ofsuccessfully transmitting the information to the UAV when the UAV iswithin the predetermined range of the geo-fencing device.

The communication unit of the geo-fencing device may be configured totransmit the information within the predetermined range of thegeo-fencing device upon detection of the presence of the UAV. Thedetection of the presence of the UAV may be an event or condition thatmay initiate transmission of the information from the geo-fencingdevice. The information may be transmitted once, or continuously afterdetection of the presence of the UAV. In some instances, the informationmay be transmitted continuously or periodically to the UAV while the UAVremains within the predetermined range of the geo-fencing device.

In some embodiments, the information transmitted to the UAV may includea set of flight regulations. The set of flight regulations may begenerated at the geo-fencing device. The set of flight regulations maybe generated by being selected from a plurality of sets of flightregulations. The set of flight regulations may be generated from scratchat the geo-fencing device. The set of flight regulations may begenerated with aid of a user input. The set of flight regulations maycombine features from a plurality of sets of flight regulations.

The set of flight regulations may be generated based on informationabout the UAV. For instance, the set of flight regulations may begenerated based on UAV type. The set of flight regulations may beselected from a plurality of sets of flight regulations based on the UAVtype. The set of flight regulations may be generated based on a UAVidentifier. The set of flight regulations may be selected from aplurality of sets of flight regulations based on the UAV identifier. Theset of flight regulations may be generated based on information aboutthe user. For instance, the set of flight regulations may be generatedbased on user type. The set of flight regulations may be selected from aplurality of sets of flight regulations based on the user type. The setof flight regulations may be generated based on a user identifier. Theplurality of flight regulations may be selected from a plurality of setsof flight regulations based on the user identifier. Any other type offlight regulation generation technique may be utilized.

The geo-fencing device may be configured to receive a UAV identifierand/or user identifier. The UAV identifier may uniquely identify the UAVfrom other UAVs. The user identifier may uniquely identify the user fromother users. The UAV identity and/or the user identity may have beenauthenticated. The communication module of the geo-fencing device mayreceive the UAV identifier and/or the user identifier.

A communication module may be capable of changing communication modeswhen the UAV enters the predetermined range of the geo-fencing device.The communication module may be the communication module of ageo-fencing device. Alternatively, the communication module may be thecommunication module of a UAV. The communication module may be operatingunder a first communication mode prior to the UAV entering thepredetermined range of the geo-fencing device. The communication modulemay switch to a second communication mode when the UAV enters thepredetermined range of the geo-fencing device. In some embodiments, thefirst communication mode is an indirect communication mode and thesecond communication mode is a direct communication mode. For instance,a UAV may communicate with a geo-fencing device via a directcommunication mode when the UAV is within a predetermined range of thegeo-fencing device. The UAV may communicate with the geo-fencing devicevia an indirect communication mode when the UAV is outside thepredetermined range of the geo-fencing device. In some embodiments,two-way communications may be established between the UAV and thegeo-fencing device. Optionally, the two-ay communication may beestablished when the UAV is within the predetermined range of thegeo-fencing device. The communication module may transmit informationwithin the predetermined range of the geo-fencing device, when the UAVis within the predetermined range of the geo-fencing device, andoptionally not while the UAV is outside the predetermined range of thegeo-fencing device. The communication module may receive informationwithin the predetermined range of the geo-fencing device, when the UAVis within the predetermined range of the geo-fencing device, andoptionally not while the UAV is outside the predetermined range of thegeo-fencing device.

One or more processors 2046 of the geo-fencing device may be configuredto, individually, or collectively, generate the set of flightregulations. The set of flight regulations may be generated usinginformation about sets of flight regulations that may be stored on-boardthe geo-fencing device. The processors may generate the set of flightregulations may be selecting the set of flight regulations from aplurality of sets of flight regulations stored in one or more memoryunits 2042. The processors may generate the set of flight regulations bycombining flight regulations from a plurality of sets of flightregulations stored in one or more memory units. Alternatively, theprocessors may generate the set of flight regulations using informationabout the sets of the flight regulations that may be stored off-boardthe geo-fencing device. In some instances, information from off-boardthe geo-fencing device may be pulled and received at the geo-fencingdevice. The geo-fencing device may permanently or temporarily store thepulled information. The pulled information may be stored in short termmemory. In some instances, the pulled information may be temporarilystored by buffering the received information.

The geo-fencing device may or may not be detectable by the UAV. In someinstances, the geo-fencing device may include an indicator that isdetectable by the UAV. The indicator may be a visual marker, infraredmarker, ultraviolet marker, acoustic marker, wireless signal or anyother type of marker that may be detectable by the UAV. Further detailsabout detection of the geo-fencing device by the UAV may be provided ingreater detail elsewhere herein. The UAV may be capable of receiving theset of flight regulations without detecting the geo-fencing device. Thegeo-fencing device may detect the UAV and push the set of flightregulations or any other geo-fencing data to the UAV without requiringthat the UAV detect the geo-fencing device.

The set of flight regulations may comprises a set of one or moregeo-fencing boundaries. The geo-fencing boundaries may be used tocontain the UAV or to exclude the UAV. For instance, the set of flightregulations may comprise one or more boundaries within which the UAV ispermitted to fly. The UAV may optionally not be permitted to fly outsidethe boundaries. Alternatively, the set of flight regulations maycomprise a set of one or more boundaries within which the UAV is notpermitted to fly. The set of flight regulations may or may not imposeany altitude restrictions. In some embodiments, the set of flightregulations may comprise an altitude ceiling above which the UAV is notpermitted to fly. The set of flight regulations may comprise an altitudefloor below which the UAV is not permitted to fly.

The set of flight regulations may comprise conditions under which theUAV is not permitted to operate a payload of the UAV. The payload of theUAV may be an image capture device and the flight regulations maycomprise conditions under which the UAV is not permitted to captureimages. The conditions may be based on whether the UAV is within oroutside the geo-fencing boundaries. The set of flight regulations maycomprise conditions under which the UAV is not permitted to communicateunder one or more wireless conditions. The wireless conditions maycomprises one or more selected frequencies, bandwidths, protocols. Theconditions may be based on whether the UAV is within or outside thegeo-fencing boundaries.

The set of flight regulations may comprise one or more restrictions onarticles which the UAV carries. For example restrictions may be placedon number of articles, dimensions of articles, weight of articles, ortypes of articles. The conditions may be based on whether the UAV iswithin or outside the geo-fencing boundaries.

The set of flight regulations may comprise a minimum remaining batterycapacity for the UAV to operate. The battery capacity may include stateof charge, time of flight remaining, distance of flight remaining,energy efficiency, or any other factors. The conditions may be based onwhether the UAV is within or outside the geo-fencing boundaries.

The set of flight regulations may comprise one or more restrictions onlanding the UAV. The restrictions may include landing procedures thatmay be implemented by the UAV, or whether the UAV may land at all. Theconditions may be based on whether the UAV is within or outside thegeo-fencing boundaries.

Any other types of flight regulations as described in greater detailelsewhere herein may be provided. The one or more sets of flightregulations may be associated with a predetermined range of thegeo-fencing device. The one or more sets of flight regulations areassociated with one or more geo-fencing boundaries within thepredetermined range of the geo-fencing device. In some embodiments, thepredetermined range may indicative a range for detection and/orcommunication with the UAV. The geo-fencing boundaries may be indicativeof a boundary that may delineate different operations that may or maynot be permitted by the UAV. Different rules may apply inside andoutside the geo-fencing boundaries. In some instances, the predeterminedrange is not used to delineate the operations. The geo-fencingboundaries may end up lining up with the predetermined range.Alternatively, the geo-fencing boundaries may be different from thepredetermined range. The geo-fencing boundaries may fall within thepredetermined range. In some instances some buffer may be providedbetween the predetermined range and the geo-fencing boundary. The buffermay ensure that the UAV may receive the set of flight regulations beforereaching the boundary.

In one example, the UAV may receive the set of flight regulations whenthe UAV is within the predetermined range of the geo-fencing device. TheUAV may determine from the set of flight regulations that thegeo-fencing boundary for the device is coming up, and the UAV is notpermitted to enter within the geo-fencing boundary. The UAV may makethis determination before the UAV reaches the geo-fencing boundary, asthe UAV is crossing the geo-fencing boundary, or soon after the UAVcrosses the geo-fencing boundary. The set of flight regulations sent tothe UAV may comprise instructions for the UAV to not enter the one ormore geo-fencing boundaries. The UAV may take a flight response measure.For instance, the UAV flight path may be automatically controlled avoidthe one or more geo-fencing boundaries. The UAV may be automaticallyforced to land when the UAV enters the one or more geo-fencingboundaries. The UAV flight path may be automatically controlled to causethe UAV to exit a region enclosed by the one or more geo-fencingboundaries when the UAV enters the one or more geo-fencing boundaries.

FIG. 21 shows a system where an air control system may communicate withthe geo-fencing device and/or UAV. A geo-fencing device 2110 and a UAV2120 may be provided within the system. An air control system 2130 mayalso be provided. The geo-fencing device may provide a spatial referencefor one or more geo-fencing boundaries 2115. The geo-fencing device mayinclude a communication unit 2140 and a detector 2142. The air controlsystem may include one or more processors 2150 and a memory unit 2152.

The UAV 2120 may be detected by a detector 2142 of the geo-fencingdevice. The UAV may be detected using any technique, as describedelsewhere herein. The UAV may be detected when the UAV enters thepredetermined range. The UAV have a high likelihood of being detectedwhen the UAV enters the predetermined range. In some instances, the UAVmay be detected prior to entering the predetermined range. When the UAVenters the predetermined range, a set of flight regulations may beprovided to the UAV.

The set of flight regulations may be generated at the air control system2130. The set of flight regulations may be generated by selecting a setof flight regulations for the UAV from a plurality of available sets offlight regulations. The plurality of sets of flight regulations may bestored in the memory 2152. The one or more processors 2150 of the aircontrol system may select the set of flight regulations from theplurality of sets of flight regulations. Any other flight regulationgeneration technique, including those described elsewhere, may beemployed by the air control system.

In some instances, the geo-fencing device 2110 may transmit a signal tothe air control system 2130 that may trigger the generation of the setof flight regulations at the air control system. The signal may betransmitted with aid of a communication unit 2140 of the geo-fencingdevice. The geo-fencing device may transmit the signal to the aircontrol system when the geo-fencing device detects that the UAV iswithin the predetermined range. Detection of the UAV cross into thepredetermined range may trigger the instructions from the geo-fencingdevice to the air control system to generate the set of flightregulations for the UAV.

In some embodiments, the geo-fencing device may be able to detectinformation about the UAV and/or user. The geo-fencing may be able todetect a UAV identifier and/or user identifier. The geo-fencing devicemay be able to determine UAV type or user type. The geo-fencing devicemay convey information about the UAV and/or user to the air controlsystem. For example, the geo-fencing device may convey information aboutthe UAV type or user type to the air control system. The geo-fencingdevice may convey a UAV identifier and/or user identifier to the aircontrol system. The geo-fencing device may convey additional informationto the air control system, such as environmental conditions, or anyother data captured or received by the geo-fencing device.

The air control system may optionally use the information from thegeo-fencing device to air in the generation of the set of flightregulations. For instance, the air control system may generate the setof flight regulations based on UAV or user information. The air controlsystem may generate the set of flight regulations based on UAV type oruser type. The air control system may generate the set of flightregulations based on a UAV identifier or a user identifier. Additionaldata from the geo-fencing device, such as environmental conditions, maybe used by the air control system in the generation of the set of flightregulations. For instance, the set of flight regulations may begenerated based on a set of environmental conditions detected orconveyed by the geo-fencing device. The geo-fencing device may have oneor more sensors on board that may permit the geo-fencing device todetect one or more environmental conditions. In some instances, the aircontrol system may receive data from additional data sources than thegeo-fencing device. In some instances, the air control system mayreceive data from multiple geo-fencing devices. The air control systemmay receive information about environmental conditions from multipledata sources, such as multiple geo-fencing devices, geo-fencing devicesand external sensors, or third party data sources. Any of the data fromthe geo-fencing device or other data sources may be used in thegeneration of the set of flight regulations for the UAV. The set offlight regulations may be generated based on one or more of thefollowing: user information, UAV information, additional data from thegeo-fencing device, or additional information from other data sources.

A UAV may or may not directly send communications to the air controlsystem. In some embodiments, a UAV may send UAV and/or user data to theair control system. Alternatively, the UAV does not send UAV and/or userdata to the air control system.

When the air control system has generated a set of flight regulationsfor the UAV, the air control system may convey the set of flightregulations to the UAV. The air control system may communicate directlyor indirectly with the UAV in providing the set of flight regulations.The air control system may convey the set of flight regulations to theUAV via the geo-fencing device. For instance, the air control system maygenerate the set of flight regulations and communicate the set of flightregulations to the geo-fencing device that may then send the set offlight regulations to the UAV.

The UAV may receive the set of flight regulations quickly. The UAV mayreceive the set of flight regulations prior to, concurrently with, orsubsequent to entering the predetermined range of the geo-fencingdevice. The UAV may receive the set of flight regulations prior to,concurrently with, or subsequent to passing a geo-fencing boundary ofthe geo-fencing device. In some embodiments the UAV may receive the setof flight regulations within less than about 10 minutes, 5 minutes, 3minutes, 1 minute, 30 seconds, 15 seconds, 10 seconds, 5 seconds, 3seconds, 2 seconds, 1 second, 0.5 seconds, or 0.1 seconds of beingdetected by a detector of the geo-fencing device. The UAV may receivethe set of flight regulations within less than about 10 minutes, 5minutes, 3 minutes, 1 minute, 30 seconds, 15 seconds, 10 seconds, 5seconds, 3 seconds, 2 seconds, 1 second, 0.5 seconds, or 0.1 seconds ofentering a predetermined range of the geo-fencing device.

FIG. 22 shows a system where a UAV detects a geo-fencing device, inaccordance with an embodiment of the invention. A geo-fencing device2210 may be detectable by a UAV 2220. The UAV may have a memory unit2230, communication unit 2232, flight controller 2234, and/or one ormore sensors 2236.

The geo-fencing device 2210 may include an indicator. The indicator ofthe geo-fencing device may be detectable by the UAV 2220. The indicatormay be a marker that may be discernible by one or more sensors 2236on-board the UAV. The indicator may be detectable by the UAV while theUAV is in flight. The indicator may be detectable by one or more sensorson-board the UAV while the UAV is in flight. The indicator may bedetectable by the UAV before or when the UAV comes within apredetermined range of the geo-fencing device. The indicator may bedetectable by the UAV before the UAV enters a geo-fencing boundary ofthe geo-fencing device. The indicator may be detectable by the UAV whenthe UAV enters a geo-fencing boundary of the geo-fencing device.

The indicator may be a wireless signal. The geo-fencing device may becontinuously broadcasting the wireless signal. The geo-fencing devicemay periodically broadcast the wireless signal (e.g., at regular orirregular time periods). For example, the geo-fencing device mayperiodically broadcast the wireless signal at less than or equal toabout once every 0.01 seconds, once every 0.05 seconds, once every 0.1seconds, once every 0.5 seconds, once every second, once every 2seconds, once every 3 seconds, once every 5 seconds, once every 10seconds, once every 15 seconds, once every 30 seconds, once everyminute, once every 3 minutes, once every 5 minutes, once every 10minutes, or once every 15 minutes. The geo-fencing device may broadcastthe wireless signal in accordance with a schedule. The geo-fencingdevice may broadcast the wireless signal in response to an event orcondition. For example, the geo-fencing device may broadcast thewireless signal in response to a detected presence of the UAV. Thegeo-fencing device may broadcast the wireless signal in response todetecting that the UAV has crossed within a predetermined range of thegeo-fencing device. The geo-fencing device may broadcast the wirelesssignal in response to detecting the UAV before the UAV has crossed intothe predetermined range, when the UAV is crossing into the predeterminedrange, or after the UAV has crossed into the predetermined range. Thegeo-fencing device may broadcast the wireless signal the UAV before theUAV crosses a geo-fencing boundary of the geo-fencing device.

The indicator may provide any type of wireless signal. For example, thewireless signal may be a radio signal, Bluetooth signal, infraredsignal, UV signal, visible or optical signal, WiFi or WiMax signal, orany other type of wireless signal. The wireless signal may be broadcastso that any device in the area may receive and/or detect the wirelesssignal. In some instances, the wireless signal may be targeted to theUAV alone. The wireless signal may be detectable by a wireless receiveror sensor on-board the UAV. In some embodiments, the wireless receiveror sensor may be a communication unit. The same communication unit maybe used to detect the indicator and to provide communications betweenthe UAV and other devices, such as a user terminal. Alternatively,different communication units may be used to detect the indicator and toprovide communications between the UAV and other devices, such as a userterminal.

The indicator may be a visible marker. The visible marker may bedetectable by one or more vision sensors of the UAV. The visible markermay be visually portrayed on an image captured by a camera. The visiblemarker may include an image. The visible marker may be static and mayinclude a still image that does not change over time. The still imagemay include letters, numbers, icons, shapes, symbols, pictures, 1D, 2D,or 3D bar codes, quick response (QR) codes, or any other type of image.The visible marker may be dynamic and may include an image that maychange over time. The visible marker may change continuously,periodically, according to a schedule, or in response to a detectedevent or condition. The visual marker may be displayed on a screen thatmay remain static or that may change the marker displayed over time. Thevisual marker may be a sticker that may be provided on a surface of thegeo-fencing device. The visual marker may include one or more lights.The spatial disposition of the lights and/or blinking pattern of thelights may be used as part of the visual marker. The visual marker mayhave a color. Further descriptions of dynamic markers are provided ingreater detail elsewhere herein. The visual marker may be visuallydiscernible from a distance. The UAV may be capable of visuallydiscerning the visual marker when the UAV enters a predetermined rangeof the geo-fencing device. The UAV may be capable of visually discerningthe visual marker before the UAV enters the predetermined range of thegeo-fencing device. The UAV may be capable of visually discerning thevisual marker before the UAV enters a geo-fencing boundary of thegeo-fencing device.

The indicator may be an acoustic marker. The acoustic marker may emit asound, vibration, or other discernible acoustic effect. The acousticmarker may be detected by an acoustic sensor on-board the UAV, such as amicrophone, or other type of acoustic detector. The acoustic marker mayemit different tones, pitches, frequencies, harmonics, volumes, orpatterns of sounds or vibrations. The acoustic markers may or may not bedetectable by a naked human ear. The acoustic markers may or may not bedetectable by typical mammalian ears.

The indicator may be indicative of a presence of the geo-fencing device.When a UAV detects the indicator, the UAV may be aware that ageo-fencing device may be present. In some instances, the indicator mayuniquely identify the geo-fencing device. For instance, each geo-fencingdevice may have a different indicator that may be detectable by a UAV todistinguish the geo-fencing device from other geo-fencing devices. Insome instances, a set of flight regulations may be generated based onthe uniquely identified geo-fencing device. A set of flight regulationsmay be associated with the uniquely identified geo-fencing device.

In some instances, the indicator may be indicative of geo-fencing devicetype. The indicator need not be unique to a particular geo-fencingdevice but may be unique to a particular geo-fencing device type. Insome instances, geo-fencing devices of different types may havedifferent physical characteristics (e.g., models, shapes, sizes, poweroutput, ranges, battery life, sensors, performance capabilities) or maybe used to perform different geo-fencing functions (e.g., keeping UAVsout of an area, affecting flight of a UAV, affecting payload operationof a UAV, affecting communications of a UAV, affecting sensors on-boarda UAV, affecting navigation of the UAV, affecting power usage of theUAV). The geo-fencing devices of different types may have differentsecurity levels or priorities. For instance, rules imposed by ageo-fencing device of a first level may outweigh rules imposed by ageo-fencing device of a second level. Geo-fencing device types mayinclude different geo-fencing device types created by the samemanufacturer or designer, or by different manufacturers or designers. Insome instances, a set of flight regulations may be generated based onthe identified geo-fencing device type. A set of flight regulations maybe associated with the identified geo-fencing device type.

The indicator may be permanently affixed to the geo-fencing device. Theindicator may be integral to the geo-fencing device. In some instances,the indicator may not be removed from the geo-fencing device withoutdamaging the geo-fencing device. Alternatively, the indicator may beremovable from the geo-fencing device. The indicator may be removed fromthe geo-fencing device without damaging the geo-fencing device. In someembodiments, the indicator may be body or shell of the geo-fencingdevice itself. The body or shell of the geo-fencing device may berecognizable by the UAV. For example, the UAV may include a camera thatmay capture an image of the geo-fencing device and may recognize thegeo-fencing device from its body or shell.

A UAV 2220 may be capable of sensing the geo-fencing device. The UAV maysense an indicator of the geo-fencing device. A UAV may comprise: asensor configured to detect an indicator of a geo-fencing device; and aflight control module configured to generate one or more signals thatcause the UAV to operate in accordance with a set of flight regulationsthat are generated based on the detected indicator of the geo-fencingdevice. A method of operating a UAV may comprise: detecting, with aid ofa sensor on-board the UAV, an indicator of a geo-fencing device;generating, using a flight control module, one or more signals thatcause the UAV to operate in accordance with a set of flight regulationsthat are generated based on the detected indicator of the geo-fencingdevice.

The UAV may detect the indicator with aid of a sensor 2236. The UAV maycarry one or more types of sensors. In some instances, the UAV may becapable of detecting different types of indicators. For instance, a UAVmay encounter a geo-fencing device with a visible marker, and anothergeo-fencing device with a wireless signal as an indicator. The UAV maybe capable of detecting both types of indicators. Alternatively, the UAVmay be on the lookout for particular types of indicators (e.g., onlyrecognizing visual markers as indicators of geo-fencing devices). TheUAV may carry one or more types of sensors, such as those describedelsewhere herein and may have a communication unit 2232 which may alsofunction as a sensor for an indicator.

When the UAV detects the geo-fencing device, the UAV may generate orreceive a set of flight regulations. The UAV may then operate inaccordance with the set of flight regulations. Various types of flightregulations may be provided, such as those described in further detailelsewhere herein. The set of flight regulations may include informationabout geo-fencing boundaries and locations, and the types of UAVoperators that are or are not permitted within the geo-fencingboundaries or outside the geo-fencing boundaries. The set of flightregulations may include timing of which rules or restrictions apply,and/or any flight responses to be taken by the UAV to comply with theregulations.

The set of flight regulations may be generated on-board the UAV. The UAVmay include one or more processors that may execute steps to generatethe set of flight regulations. The UAV may include a memory 2230 thatmay store information that may be used to generate the set of flightregulations. In one example, the set of flight regulations may begenerated by selecting a set of flight regulations from a plurality ofsets of flight regulations. The plurality of sets of flight regulationsmay be stored in the memory on-board the UAV.

The UAV may detect the presence of the geo-fencing device. The set offlight regulations may be generated based on the detected presence ofthe geo-fencing device. In some instances, the presence of thegeo-fencing device may be sufficient to generate the set of flightregulations. UAV and/or user information may be provided at the UAV. Insome instances, the UAV and/or user information may be used to aid ingenerating the set of flight regulations. For instance, the set offlight regulations may be generated based on the UAV and/or userinformation (e.g., UAV identifier, UAV type, user identifier, and/oruser type).

The UAV may receive other information about the geo-fencing device, suchas type of geo-fencing device or a unique identifier for the geo-fencingdevice. The information about the geo-fencing device may be determinedbased on the indicator of the geo-fencing device. Alternatively, otherchannels may deliver information about the geo-fencing device. Thegeo-fencing device information may be used to aid in generating the setof flight regulations. For instance, the set of flight regulations maybe generated based on the geo-fencing information (e.g., geo-fencingdevice identifier, geo-fencing device type). For instance, differenttypes of geo-fencing devices may have different sizes or shapes ofboundaries. Different types of geo-fencing devices may have differentoperational rules or limitations imposed on the UAV. In some instances,different geo-fencing devices of the same type may have the same shapeor size of boundary, and/or the same type of operational rules imposed.Alternatively, even within the same geo-fencing device type, differentflight regulations may be imposed.

The UAV may gather or receive other information that may be used togenerate the set of flight regulations. For example, the UAV may receiveinformation about environmental conditions. The information about theenvironmental conditions may be received from the geo-fencing device, anair control system, one or more external sensors, one or more sensorson-board the UAV, or any other source. The set of flight regulations maybe generated based on the other information, such as the environmentalconditions.

The set of flight regulations may be generated off-board the UAV. Forinstance, the set of flight regulations may be generated at an aircontrol system off-board the UAV. The air control system may include oneor more processors that may execute steps to generate the set of flightregulations. The air control system may include a memory that may storeinformation that may be used to generate the set of flight regulations.In one example, the set of flight regulations may be generated byselecting a set of flight regulations from a plurality of sets of flightregulations. The plurality of sets of flight regulations may be storedin the memory of the air control system.

The UAV may detect the presence of the geo-fencing device. In responseto the detection of the geo-fencing device, the UAV may send a requestto the air control system for a set of flight regulations. The set offlight regulations may be generated at the air control system based onthe detected presence of the geo-fencing device. In some instances, thepresence of the geo-fencing device may be sufficient to generate the setof flight regulations. UAV and/or user information may be provided tothe air control system from the UAV or from any other component of thesystem. In some instances, the UAV and/or user information may be usedto aid in generating the set of flight regulations. For instance, theset of flight regulations may be generated based on the UAV and/or userinformation (e.g., UAV identifier, UAV type, user identifier, and/oruser type).

The air control system may receive other information about thegeo-fencing device, such as type of geo-fencing device or a uniqueidentifier for the geo-fencing device. The air control system mayreceive the information from a UAV that may have determined theinformation based on the indicator of the geo-fencing device.Alternatively, other channels may deliver information about thegeo-fencing device. For instance, the air control system may receive theinformation directly from the geo-fencing device. The air control systemmay be able to compare locations of the UAV and the geo-fencing devicesto determine which geo-fencing device(s) the UAV may have detected. Thegeo-fencing device information may be used to aid in generating the setof flight regulations. For instance, the set of flight regulations maybe generated based on the geo-fencing information (e.g., geo-fencingdevice identifier, geo-fencing device type). For instance, differenttypes of geo-fencing devices may have different sizes or shapes ofboundaries. Different types of geo-fencing devices may have differentoperational rules or limitations imposed on the UAV. In some instances,different geo-fencing devices of the same type may have the same shapeor size of boundary, and/or the same type of operational rules imposed.Alternatively, even within the same geo-fencing device type, differentflight regulations may be imposed.

The air control system may gather or receive other information that maybe used to generate the set of flight regulations. For example, the aircontrol system may receive information about environmental conditions.The information about the environmental conditions may be received fromthe geo-fencing device, one or more external sensors, one or moresensors on-board the UAV, or any other source. The set of flightregulations may be generated based on the other information, such as theenvironmental conditions.

In another example, the set of flight regulations may be generatedon-board a geo-fencing device. The geo-fencing device may include one ormore processors that may execute steps to generate the set of flightregulations. The geo-fencing device may include a memory that may storeinformation that may be used to generate the set of flight regulations.In one example, the set of flight regulations may be generated byselecting a set of flight regulations from a plurality of sets of flightregulations. The plurality of sets of flight regulations may be storedin the memory of the geo-fencing device.

The UAV may detect the presence of the geo-fencing device. In responseto the detection of the geo-fencing device, the UAV may send a requestto the geo-fencing device for a set of flight regulations. The set offlight regulations may be generated at the geo-fencing device inresponse to the request from the UAV. UAV and/or user information may beprovided to the geo-fencing device from the UAV or from any othercomponent of the system. In some instances, the UAV and/or userinformation may be used to aid in generating the set of flightregulations. For instance, the set of flight regulations may begenerated based on the UAV and/or user information (e.g., UAVidentifier, UAV type, user identifier, and/or user type).

The geo-fencing device may use information about the geo-fencing device,such as type of geo-fencing device or a unique identifier for thegeo-fencing device. The geo-fencing device may store the informationabout the geo-fencing device on-board the geo-fencing device. Thegeo-fencing device information may be used to aid in generating the setof flight regulations. For instance, the set of flight regulations maybe generated based on the geo-fencing information (e.g., geo-fencingdevice identifier, geo-fencing device type). For instance, differenttypes of geo-fencing devices may have different sizes or shapes ofboundaries. Different types of geo-fencing devices may have differentoperational rules or limitations imposed on the UAV. In some instances,different geo-fencing devices of the same type may have the same shapeor size of boundary, and/or the same type of operational rules imposed.Alternatively, even within the same geo-fencing device type, differentflight regulations may be imposed.

The geo-fencing device may gather or receive other information that maybe used to generate the set of flight regulations. For example, thegeo-fencing device may receive information about environmentalconditions. The information about the environmental conditions may bereceived from other geo-fencing devices, one or more external sensors,one or more sensors on-board the geo-fencing device, the UAV, or anyother source. The set of flight regulations may be generated based onthe other information, such as the environmental conditions.

In some embodiments, a geo-fencing device may comprise: a receiverconfigured to receive data useful for determining a set of flightregulations; one or more processors configured to individually orcollectively: determine the set of flight regulations based on the datareceived by the receiver; and one or more transmitters configured toconvey a signal that causes the UAV to fly in accordance with the set offlight regulations. Aspects of the invention may be directed to a methodof controlling flight of a UAV, said method comprising: receiving, usera receiver of a geo-fencing device, data useful for determining a set offlight regulations; determining, with aid of one or more processors, theset of flight regulations based on the data received by the receiver;and conveying, with aid of a one or more transmitters of the geo-fencingdevice, a signal that causes the UAV to fly in accordance with the setof flight regulations. A receiver may be an input element that collectsthe data. The transmitter may be an output element that outs the signalto the UAV.

In some embodiments, the receiver may be a sensor. The data received bythe receiver may be sensed data indicative of one or more environmentalconditions of the geo-fencing device. The geo-fencing device may includeany type of sensor, such as a vision sensor, GPS sensor, IMU sensor,magnetometer, acoustic sensor, infrared sensor, ultrasonic sensor, orany other type of sensor described elsewhere herein, including othersensors described within the context of being carried by a UAV. The oneor more environmental conditions may include any type of environmentalcondition, such as those described elsewhere herein. The sensor may beable detect data about environmental climate (e.g., temperature, wind,precipitation, sunshine, humidity), environmental complexity, populationdensity, or traffic (e.g., surface traffic or air traffic in proximityof the geo-fencing device). Environmental conditions may be consideredwhen generating the set of flight regulations. For example, flightregulations may be different if it is raining vs. not raining. Flightregulations may be different if the sensor senses a lot of movementaround the geo-fencing device (e.g., high traffic) vs. no movement.

The data received by the receiver may be sensed data indicative of oneor more wireless or communication conditions of the geo-fencing device.For instance, the geo-fencing device may be surrounded by differentwireless networks or hotspots. The wireless or communication conditionsmay be considered when generating the set of flight regulations.

The receiver may be a detector configured to detect a presence of theUAV. The data received by the receiver may be indicative of the presenceof the UAV. The detector may be able to recognize the UAV as a UAV,compared to other objects that may be within the environment. Thedetector may be able to detect a UAV identity and/or UAV type. In someinstances, the data received by the receiver may be indicative of theUAV's type and/or an identifier of the UAV. The detector may be able todetect the location of the UAV. The detector may be able to detect adistance of the UAV relative to the detector. The detector may be ableto detect a direction of the UAV relative to the detector. The detectormay be able to determine an orientation of the UAV. The detector may beable to detect the position of the UAV relative to the detector and/orrelative to a global environment.

The receiver may be a communication module configured to receive awireless signal. The data received by the communication module may be auser input. The user may manually input the data directly into thecommunication module. Alternatively the user may interact with a remoteuser terminal that may send a signal the communication module indicativeof the user input. The data may comprise information from one or moresurrounding geo-fencing devices. Geo-fencing devices may communicatewith one another and share information. The data may compriseinformation from an air control system or any other part of anauthentication system.

The set of flight regulations may be determined based on the datareceived by the receiver. The set of flight regulations may include oneor more geo-fencing boundaries for one or more flight restrictions. Thegeo-fencing boundaries may be determined based on the data received bythe receiver. Thus, for the same geo-fencing device, differentgeo-fencing boundaries may be provided under different circumstances.For example, the geo-fencing device may yield a first set of boundarieswhen a UAV of a first type detected, and the geo-fencing device mayyield a second set of boundaries when a UAV of a second type isdetected. Both the UAV of the first type and the UAV of the second typemay be simultaneously within the range of the geo-fencing device, andmay each have different boundaries imposed thereon. In another example,the geo-fencing device may yield a first set of boundaries when theenvironmental conditions indicate that the wind speed is high, and mayyield a second set of boundaries when the environmental conditionsindicate that the wind speed is low. The geo-fencing boundaries may bedetermined based on any data received by the receiver, including, butnot limited to, UAV information, user information, environmentalinformation, shared information.

The set of flight regulations may include one or more types of flightrestrictions. Flight restrictions may be applied to regions within oroutside geo-fencing boundaries. The flight restrictions may imposelimits on one or more aspects of UAV operation (e.g., flight, take-off,landing, payload operation, payload positioning, carrier operation,objects that may be carried by the UAV, communications, sensors,navigation, and/or power usage). In some instances, flight restrictionsmay be imposed only within the geo-fencing boundary. Alternatively, therestrictions may be imposed only outside the geo-fencing boundary. Somerestrictions may be provided both within and outside the boundary. Theoverall set of restrictions within the boundary may differ from theoverall set of restriction outside the boundary. The flight restrictionsmay be determined based on the data received by the receiver. Thus, forthe same geo-fencing device, different restrictions may be providedunder different circumstances. For example, the geo-fencing device mayyield a first set of flight restrictions when a UAV of a first type isdetected, and the geo-fencing device may yield a second set ofrestrictions when a UAV of a second type is detected. Both the UAV ofthe first type and the UAV of the second type may be simultaneouslywithin the range of the geo-fencing device and may each have a differentset of restrictions imposed thereon. In another example, the geo-fencingdevice may have yield a first set of flight restrictions when thegeo-fencing device detects a large number of wireless hot spots in thearea and may yield a second set of flight regulations when thegeo-fencing device does not detect many wireless hot spots.

The geo-fencing device may send a signal that causes the UAV to fly inaccordance with the set of flight regulations. The signal may includethe set of flight regulations itself. The geo-fencing device may locallydetermine the set of flight regulations and then send the set of flightregulations to the UAV. The set of flight regulations may be sentdirectly to the UAV, or may be sent to an air control system that mayrelay the set of flight regulations to the UAV. The signal may be sentdirectly to the UAV or to another external device.

In some embodiments, the signal may include a trigger that causes anexternal device to send the set of flight regulations to the UAV. Anexample of the external device may be another geo-fencing device, theair control system, or any other external device. In some instances, theexternal device may store a plurality of possible sets of flightregulations, or components that may be used to generate the set offlight regulations. The geo-fencing device may send a signal that maycause the external device to generate the set of flight regulations inaccordance with the determination by the geo-fencing device. Theexternal device may then deliver the generated set of flight regulationsto the UAV. The signal may be sent directly to the external device.

The signal may include an identifier that causes the UAV to select thedetermined set of flight regulations from a memory of the UAV. The UAVmay generate the set of flight regulations based on the signal from thegeo-fencing device. For example, the UAV may store one or more sets offlight regulations or components of flight regulations in a memory ofthe UAV. The geo-fencing device may send a signal that may cause the UAVto generate the set of flight regulations in accordance with thedetermination by the geo-fencing device. In one example, the signal mayinclude an identifier which may dictate the generation of the set offlight regulations. The identifier may be an identifier that is uniqueto a particular set of flight regulations. The UAV may then operate incompliance with the generated set of flight regulations.

FIG. 23 shows an example of a UAV system where the UAV and a geo-fencingdevice do not need to directly communicate with one another. In someinstances, the UAV may detect a presence of the geo-fencing device, orvice versa.

The UAV system may include a geo-fencing device 2310, UAV 2320, and/oran external device 2340. The UAV may include a memory unit 2330, sensor2332, flight controller 2334, and/or a communication unit 2336.

The external device 2340 may be an air control system, authenticationcenter, or any other portion of an authentication system. The externaldevice may be another UAV or another geo-fencing device. The externaldevice may be a separate device from the other type of devices mentionedherein. In some instances, the external device may include one ormultiple physical devices. The multiple physical devices may be incommunication with one another. The external device may be provided witha distributed architecture. In some instances, the external device mayhave a cloud computing infrastructure. The external device may have aP2P architecture. The external device may communicate with the UAV 2320and may independently communicate with the geo-fencing device 2310.

In one implementation, the geo-fencing device 2310 may be able to detectthe presence of the UAV. The geo-fencing device may include a detectorthat may detect the presence of a UAV when the UAV is within apredetermined geographic range of the geo-fencing device. The detectormay be any type of detector, such as those described elsewhere herein.For example, the detector may use a vision sensor, radar, or any otherdetection mechanism as described elsewhere herein. The detector may beconfigured to detect the UAV with aid of one or more external device.For example additional sensors may be separately provided in theenvironment. The separate sensors may detect the UAV or may aid thedetector of the geo-fencing device in detecting the UAV, or collectinginformation about the UAV. For example, the separate sensors may includevision sensors, acoustic sensors, infrared sensors, or wirelessreceivers that may be scattered throughout an environment occupied bythe geo-fencing device. The detector may detect the UAV before the UAVenters the predetermined range, or may have a very high likelihood ofdetecting the UAV when the UAV is within the predetermined range, asdescribed elsewhere herein. The detector may detect the UAV before theUAV reaches the geo-fencing device boundary.

The detector may be able to detect any information about the UAV and/orthe user. The detector may detect UAV or user type. The detector may beable to determine a UAV identifier and/or user identifier. In someembodiments, the detector may be a communication module. Thecommunication module may receive a communication from the UAV or theexternal device indicative of the UAV and/or user information. The UAVmay broadcast information that may be received by the detector to detectthe presence of the UAV. The broadcasted information may includeinformation about the UAV, such as identity of the UAV, UAV type,location of the UAV, or attribute of the UAV.

The geo-fencing device may include a communication module that may beconfigured to send a signal that triggers a sending of a set of flightregulations to the UAV. The communication module may send the signalwhen the UAV enters the predetermined geographic range of thegeo-fencing device. The communication module may send the signal whenthe UAV is detected by the geo-fencing device. The communication modulemay send the signal before the UAV enters a geo-fencing device boundary.

Aspects of the invention may include a geo-fencing device, comprising: adetector configured to detect a presence of a UAV within a predeterminedgeographic range of the geo-fencing device; and a communication moduleconfigured to send a signal that triggers sending of a set of flightregulations to the UAV when the UAV enters the predetermined geographicrange of the geo-fencing device. Further aspects may be directed to amethod of providing a set of flight regulations to a UAV, said methodcomprising: detecting, with aid of a detector of a geo-fencing device, apresence of the UAV within a predetermined geographic range of thegeo-fencing device; and transmitting, with aid of a communication moduleof the geo-fencing device, a signal that triggers sending of a set offlight regulations to the UAV when the UAV enters the predeterminedgeographic range of the geo-fencing device.

The signal from the communication module may be sent to any deviceoff-board the geo-fencing device. For instance, the signal may be sentto an external device 2340. As previously described, the signal may besent to an air control system, authentication center, other geo-fencingdevice, or other UAV. In some instances, the signal may be sent to theUAV itself. The external device may receive the signal and may send aset of flight regulations to the UAV 2320. The external device maygenerate the set of flight regulations when the external device receivesthe signal. The external device may send the set of flight regulationsto the UAV after the set of flight regulations have been generated.

In some alternative embodiments, the communication module may providethe signal to a component on-board the geo-fencing device. For example,the signal may be provided to one or more processors of the geo-fencingdevice that may retrieve a set of flight regulations from a memory ofthe geo-fencing device and send the set of flight regulations to theUAV. Two-way communications may be provided between the geo-fencingdevice and the UAV.

The communication module may be configured to transmit informationwithin the predetermined geographic range of the geo-fencing device. Thecommunication module may be configured to reach devices at least withinthe predetermined geographic range of the geo-fencing device. Thecommunication module may be able to reach devices beyond thepredetermined geographic range of the geo-fencing device. Thecommunication module may issue direct communications which may have alimited range. In some instances, the communication module maycommunicate indirectly, and may utilize one or more intermediary deviceor network.

The communication module may be configured to continuously transmitinformation. The communication module may be configured to periodicallytransmit information (e.g., at regular or irregular intervals), transmitinformation in accordance with a schedule, or transmit information uponan event or condition. For example, the communication module maytransmit the information upon detection of the presence of the UAV. Thecommunication module may transmit information upon detecting that theUAV is within the predetermined range of the geo-fencing device. Thecommunication module may transmit information upon detecting that theUAV is nearing a geo-fencing boundary. The communication module maytransmit the information upon any detected condition, such as thosedescribed elsewhere herein.

The geo-fencing device 2310 may comprise a locator configured to providea position of the geo-fencing device. In some instances, the locator maybe a GPS unit. The locator may provide global coordinates of thegeo-fencing device. The locator may use one or more sensors to determinethe geo-fencing device location. The locator may provide localcoordinates of the geo-fencing device. The position of the geo-fencingdevice may be included in the signal that triggers the sending of theset of flight regulations. In one example, the external device mayreceive the geo-fencing device location. The external device may be ableto track the location of the geo-fencing device and/or any othergeo-fencing devices in the area.

In some embodiments, the set of flight regulations may be generated atthe external device. The set of flight regulations may be generatedbased on the UAV and/or user information. For example, the UAV identity,UAV type, user identity, and/or user type may be used to generate theset of flight regulations. Information about the geo-fencing device maybe used to generate the set of flight regulations. For instance, thegeo-fencing device identity, type, or location may be used. The set offlight regulations may be selected from a plurality of sets of flightregulations based on any type of information described herein.

The set of flight regulations may include any characteristics asdescribed elsewhere herein. The set of flight regulations may includegeo-fencing boundaries. The set of flight regulations may include one ormore restrictions to operation of the UAV.

The set of flight regulations may be sent to the UAV from the externaldevice. In some instances, set of flight regulations may be sent to theUAV from the geo-fencing device. The set of flight regulations may besent to the UAV from the geo-fencing device directly, or by way of theexternal device.

In another implementation, the UAV may receive information about aposition of the geo-fencing device. The UAV ay comprise a communicationunit configured to receive a position of the geo-fencing device; and aflight control module configured to generate one or more signals thatcause the UAV to operate in accordance with a set of flight regulationsthat are generated based on the position of the geo-fencing device.Aspects of the invention may include a method of operating a UAV, saidmethod comprising: receiving, with aid of a communication unit of theUAV, a position of a geo-fencing device; and generating, with aid of aflight control module, one or more signals that cause the UAV to operatein accordance with a set of flight regulations that are generated basedon the position of the geo-fencing device.

The UAV may receive information about the positioning of the geo-fencingdevice while the UAV is in flight. The geo-fencing device may have alocator on-board the geo-fencing device. For instance, the locator maybe a GPS unit configured to provide global coordinates for thegeo-fencing device. Any other locator, as described elsewhere herein,may be provided on the geo-fencing device.

The UAV may receive the information about the positioning of thegeo-fencing device at a communication unit of the UAV. The communicationunit may be configured to receive the position of the geo-fencing devicedirectly from the geo-fencing device. The communication unit may beconfigured to receive the position of the geo-fencing device from one ormore intermediary devices (i.e. external device). The one or moreintermediary devices may be an air control system off-board the UAV.

The set of flight regulations may be generated on-board the UAV. The UAVmay store information that may be used for the generation of the set offlight regulations in an on-board memory of the UAV. For instance, anon-board memory of the UAV may store a plurality of sets of flightregulations. The UAV may use the received information pertaining to thegeo-fencing device to generate the set of flight regulations. Thedetection of the geo-fencing device may trigger the generation of theset of flight regulations. Information of the geo-fencing device may ormay not affect the generation of the set of flight regulations. The UAVmay then operate in accordance with the set of generated set of flightregulations.

The set of flight regulations may be generated at an air control system,or other external devices off-board the UAV. The external device maystore information that may be used for the generation of the set offlight regulations in an on-board memory of the external device. Forinstance, an on-board memory of the external device may store aplurality of sets of flight regulations. The external device may use thereceived information pertaining to the geo-fencing device to generatethe set of flight regulations. The detection of the geo-fencing devicemay trigger the generation of the set of flight regulations. Informationof the geo-fencing device may or may not affect the generation of theset of flight regulations. In some instances, the set of flightregulations may be generated based on the position of the geo-fencingdevice. The external device may send the generated set of flightregulations to the UAV. The set of flight regulations may be sentdirectly or indirectly. The UAV may have a communication unit that mayreceive the set of flight regulations from the external device.

An external device, such as an air control system or other portion of anauthentication system, may assist in managing interactions between theUAV and the geo-fencing device. Any description herein may apply to anytype of external device. The air control system may receive informationfrom multiple UAVs and multiple geo-fencing devices. The air controlsystem may collect the information from the multiple sources and aid inmanaging flight of the UAVs. The air control system may push dynamicroute information for the various UAVs. The air control system mayaccept, reject, or alter a proposed route of the UAV based oninformation about other UAVs and/or geo-fencing devices. The air controlsystem may use the positional information of the various geo-fencingdevices in order to accept, reject, or alter a proposed route of theUAV. The air control system may provide navigation services. The aircontrol system may aid in helping UAVs navigate an environment. The aircontrol system may help UAVs to navigate an environment that may haveone or more geo-fencing devices therein.

FIG. 41 shows an example of a UAV system where an air control systeminteracts with multiple UAVs and multiple geo-fencing devices, inaccordance with an embodiment of the invention. The air control system4110 may communicate with one or more geo-fencing devices 4120 a, 4120b, 4120 c, 4120 d. The air control system may communicate with one ormore UAVs 4130 a, 4130 b, 4130 c, 4130 d.

In some embodiments, an air control system may know the locations of thegeo-fencing devices. The geo-fencing devices may have locators that maydetermine the geo-fencing device locations. The information from thelocators may be conveyed to the air control system. The locations of thegeo-fencing devices may be updated if they change.

The air control system may know the locations of the UAVs. The UAVs mayhave locators that determine the UAV locations. For example, the UAVsmay have GPS units, or may use other sensors to determine a location ofthe UAVs. The information about the UAV location may be conveyed to theair control system. The locations of the UAVs may be updated if theychange.

The air control system may be aware of locations of geo-fencing devicesand UAVs. The locations of the geo-fencing devices and the UAVs may belocated in real time, or with high frequency. The air control system mayadvantageously collect information from multiple geo-fencing devices andmultiple UAVs. Thus, the air control system may be able to have goodoverview of devices within an area. The air control system may be awareof locations of the geo-fencing devices and the UAVs without requiringthat the geo-fencing device detect the UAV or vice versa. In someinstances, detection between the geo-fencing device and UAV may occur.The air control system may be able to detect if the UAV is entering apredetermined range of a geo-fencing device. The air control system maybe able to detect if the UAV is nearing a geo-fencing boundary of ageo-fencing device. The air control system may be able to alert the UAVand/or geo-fencing device that the UAV is approaching the geo-fencingdevice. Alternatively, an alert may not be provided.

When the air control system detects that the UAV is nearing thegeo-fencing device, the air control system may generate a set of flightregulations for the UAV and transmit the set of flight regulations tothe UAV. The air control system may detect that the UAV is nearing thegeo-fencing device by comparing location data of the UAV with thelocation data of the geo-fencing device. Real-time location of the UAVmay be compared with real-time location of the geo-fencing device.Coordinates of the UAV may be compared with coordinates of thegeo-fencing device. The locations of the UAV and geo-fencing device maybe compared without requiring detection of the UAV by the geo-fencingdevice or vice versa. The set of flight regulations may be tailored to,or generated based on, the geo-fencing device that the UAV is nearing.The UAV may receive the set of flight regulations and operation inaccordance with the set of flight regulations.

In alternative implementations, a UAV may detect the geo-fencing devicemay provide an indication to air control system that the UAV isapproaching the geo-fencing device. The air control system may generatethe set of flight regulations for the UAV and transmit the set of flightregulations to the UAV. The geo-fencing device may be provided at alocation to be detected but need not have other functionality. In someinstances, the geo-fencing device may be provided at the location andmay be uniquely identified or identifiable by type which may have somebearing on the type of flight regulations that are generated. Thegeo-fencing device need not perform any actions on its own.Alternatively, the geo-fencing device may detect that the UAV isapproaching and may provide an indication to the air control system thatthe UAV is approaching the geo-fencing device. The air control systemmay generate the set of flight regulations for the UAV and transmit theset of flight regulations to the UAV. The geo-fencing device may beprovided at a location to be detected by the UAV but need not have otherfunctionality. In some instances, the geo-fencing device may have auniquely identifier or may be identifiable by type which may have somebearing on the type of flight regulations that are generated. Thegeo-fencing device need not perform any additional actions on its own.Thus, the geo-fencing device may advantageously be a relative simple orcost-effective device in some implementations.

In further alternative implementations, rather than generating the setof flight regulations on-board the air control system, the air controlsystem provides a signal to the UAV that may cause the UAV to generatethe set of flight regulations. The signal from the air control systemmay determine which set of flight regulations is to be generated. Thesignal from the air control system may correspond to a single set offlight regulations. When the UAV generates the set of flightregulations, the UAV may then act in accordance with the set of flightregulations. In another example, rather than generating the set offlight regulations on-board the air control system, the air controlsystem may provide a signal to the geo-fencing device that may cause thegeo-fencing device to generate the set of flight regulations. The signalfrom the air control system may determine which set of flightregulations is to be generated. The signal from the air control systemmay correspond to a single set of flight regulations. The geo-fencingdevice may transmit the generated set of flight regulations to the UAV.When the UAV receives the set of flight regulations, the UAV may thenact in accordance with the set of flight regulations. Similarly, the aircontrol system may provide the signal the any other type of additionaldevice that may cause the additional device to generate the set offlight regulations. The additional device may transmit the generated setof flight regulations to the UAV, which may operate in accordance withthe set of flight regulations.

As previously described, various types of interactions betweencomponents of a UAV system may permit the generation of flightregulations, and the operation of UAVs to be in compliance with theflight regulations. The flight regulations may pertain to one or moreregions defined by boundaries of the geo-fencing devices. In someinstances, the various components, such as UAVs, user terminals (e.g.,remote controllers), geo-fencing devices, external storage units, and/oran air control system (or other external device) may be in communicationwith one another or detectable by one another.

In some embodiments, push communications may be provided between any twoof the components. The push communications may include communicationsthat are sent from a first component to a second component, where thefirst component initiates the communication. The communication may besent from the first component to the second component without anyrequest for the communication from the second component. For example, anair control system may push communications down to a UAV. The aircontrol system may send a set of flight regulations to a UAV without theUAV asking for the set of flight regulations.

Optionally, pull communications may be provided between any twocomponents. The pull communication may include communications that aresent from a first component to a second component, where the secondcomponent initiates the communication. The communication may be sentfrom the first component to the second component in response to arequest for the communication from the second component. For example, anair control system may send a set of flight regulations to the UAV, whenthe UAV requests an update to the set of flight regulations.

The communications between any two components may be automatic. Thecommunications may occur without requiring any instructions or inputfrom a user. The communications may occur automatically in response to aschedule, or detected event or condition. One or more processors mayreceive data, and may automatically generate an instruction for thecommunication based on the received data. For example, an air controlsystem may automatically send updates to a local navigational map to aUAV.

One or more communications between any two components may be manual. Thecommunications may occur upon instructions or input from a user. A usermay initiate the communication. The user may control one or more aspectsof the communication, such as content or delivery. For example, a usermay instruct a UAV to request an update to a local navigational map fromthe air control system.

The communications may occur in continuously in real-time, may occur inaccordance with a routine (e.g., on a periodic basis with regular orirregular time intervals, or in accordance with a schedule), or in anon-routine manner (e.g., in response to a detected event or condition).A first component may send communications to a second component in acontinuous manner, in accordance with a routine, or in a non-routinemanner. For example, a geo-fencing device may continuously sendinformation about its location to an air control system. The air controlsystem may be aware in real-time of the location of the geo-fencingdevice. Alternatively the geo-fencing device may send information aboutthe geo-fencing device location in a routine manner. For example, thegeo-fencing device may update the air control system about its locationevery minute. In another example, the geo-fencing device may send theair control system about its location in accordance with a schedule. Theschedule may be updated. For example, on Mondays, the geo-fencing devicemay send update about its location every minute, while on Tuesdays, thegeo-fencing device may send updates about its location every 5 minutes.In another example, the geo-fencing device may send information aboutthe geo-fencing device location in a non-routine manner. For example,the geo-fencing device may send information about geo-fencing devicelocation to the air control system when the device detects a UAV isapproaching the device.

Communications between any two components may be direct or indirect. Acommunication may be provided directly from a first component to asecond component without requiring any intermediary. For example, aremote controller may send a radio signal from a transmitter that isdirectly received by a receiver of a UAV. A communication may beprovided indirectly from a first component to a second component bybeing relayed through an intermediary. The intermediary may be one ormore intermediary devices or networks. For example, a remote controllermay send a signal to control operation of the UAV through atelecommunications network, which may include being routed via one ormore telecommunications tower. In another example, flight regulationinformation may be directly sent to a UAV, and then indirectly sent to auser terminal (e.g., via the UAV), or may be sent directly to the userterminal, and then indirectly sent to the UAV (e.g., via the userterminal).

Any type of communications between any of the components may be providedin various manners, such as those described herein. The communicationsmay include location information, identification information,information for authentication, information about environmentalconditions, or information pertaining to flight regulations. Forexample, one or more sets of flight regulations may be provided viacommunications that may be push or pull communications, automatic ormanual communication, communications that occur continuously inreal-time, in accordance with a routine, or in an on-routine manner, orcommunications that may occur directly or indirectly.

Geo-Fence Device-Determined Regulations

A geo-fencing device may have a boundary. The boundary may define aregion to which a set of flight regulations may apply. The region may bewithin the geo-fencing boundaries. The region may be outside thegeo-fencing boundaries. The boundaries may be determined in thegeneration of the set of flight regulations. The boundaries may bedetermined independently of generating the rest of the set of flightregulations.

In some embodiments, a geo-fencing device may generate a set of flightregulations. The set of flight regulations generated by the geo-fencingdevice may also include indications of the boundaries of the geo-fencingdevice. Alternatively, the geo-fencing device may determine theboundaries for the geo-fencing device independent of whether thegeo-fencing device generates the set of flight regulations or adifferent device generates the set of flight regulations.

Alternatively, an air control system may generate a set of flightregulations. The set of flight regulations generated by the air controlsystem may also include indications of the boundaries of the geo-fencingdevice. Alternatively, the air control system may determine theboundaries for the geo-fencing device independent of whether the aircontrol system generates the set of flight regulations or a differentdevice generates the set of flight regulations. Any description hereinof the geo-fencing device determining flight regulations or boundariesof the geo-fencing device may also apply to the air control systemdetermining flight regulations or boundaries of the geo-fencing device.

In further examples, a UAV may generate a set of flight regulations. Theset of flight regulations generated by the UAV may also includeindications of the boundaries of the geo-fencing device. Alternatively,the UAV may determine the boundaries for the geo-fencing deviceindependent of whether the UAV generates the set of flight regulationsor a different device generates the set of flight regulations. Anydescription herein of the geo-fencing device determining flightregulations or boundaries of the geo-fencing device may also apply tothe UAV determining flight regulations or boundaries of the geo-fencingdevice.

The geo-fencing device may self-determine a set of flight regulationsapplicable to the geo-fencing device and/or boundaries of thegeo-fencing device. The set of flight regulations (and/or boundaries)may be based on information from the air traffic control system, userinput, environmental condition information (e.g., environmental climate,environmental complexity, population density, traffic), airway status(e.g., air traffic status), information from surrounding geo-fencingdevices, and/or information from one or more UAVs. Any of the flightregulations may be modified or updated in response to any of the factorsdescribed or information from any of the sources described. The updatesor changes may be make in real-time, may be make periodically (e.g.,regular or irregular time intervals), in accordance with a schedule, orin response to a detected event or condition.

Types of Restrictions

As previously described, any type of flight regulation may be imposed onan operation of the UAV. Any type of flight regulation as previouslydescribed may be imposed in response to a presence of a geo-fencingdevice. The geo-fencing device may have one or more geo-fencingboundaries that may be associated with the set of flight regulations.

The set of flight regulations may include restrictions to behavior ofthe UAV. For example, the entrance of a UAV to a region circumscribed bythe geo-fencing boundary may be restricted. Other examples ofrestrictions may include, but are not limited to restricting thepresence, permitting presence, altitude restriction, linear speedrestriction, angular speed restriction, linear acceleration restriction,angular acceleration restriction, time restriction, restriction ofpayload usage, restriction of aerial photography, restrictions onoperation of sensors (e.g., turning specific sensors on/off, notcollecting data using sensor, not recording data from sensors, nottransmitting data from sensors), restriction of emissions (e.g., issuingwithin a specified electromagnetic spectrum which may include visiblelight, infrared, or ultraviolet, restriction of sounds or vibrations),restrictions on appearance change of the UAV (e.g., restrictions ontransformation of the UAV), restriction for wireless signals (e.g.,bands, frequencies, protocols), restrictions on communications used orchanges in communication, restrictions on articles carried by the UAV(e.g., article type, article weight, article dimension, articlematerials), restrictions on actions to be performed on the articles orwith the articles (e.g., article drop or delivery, article pick-up),restrictions on operation of a UAV carrier, restrictions on power usageor management (e.g., requiring sufficient remaining battery capacity),restrictions on landing, restrictions on taking off, or restrictions onany other use of the UAV. Any of the examples given elsewhere hereinregarding flight regulations may be applied as possible restrictions tothe UAV, tied to the presence of a geo-fencing device.

Geo-fencing devices may be of different types. In some instances,geo-fencing devices of different types may impose different types offlight restrictions. Examples of flight restriction types may includeany of the above flight restrictions, or any of the flight regulationsdescribed elsewhere herein. In some instances, different geo-fencingdevices of different types may have different boundaries relative to thegeo-fencing device (e.g., different shapes, sizes, change conditions).

As previously described, different restrictions may be imposed based onUAV identity, user identity, and/or geo-fencing device entity. Differentrestrictions may be imposed for different UAV types, different usertype, and/or different geo-fencing device types. Different restrictionsmay be provided for UAVs of different operational levels, users ofdifferent operational levels, and/or geo-fencing devices of differentoperational levels.

When a UAV is not acting in compliance with a set of flight regulations,a flight response measure may occur. Control of the UAV may be takenover from the user. The control may be taken over by the UAV itselfautomatically performing the flight response measures in accordance withinstructions on-board the UAV, an air control system which may sendinstructions for the UAV to perform the flight response measures inaccordance with instructions on-board the air control system, or anotheruser of a higher operational level than the original user of the UAV.Instructions may be provided from a source remote to the UAV, the sourcehaving a higher privilege than the original user. A report may be madeto an air control system of the takeover. The UAV may enact the flightresponse measure. The flight response measure may be provided dependingon the flight restriction that the UAV is not complying with.

For example, if the UAV is in a region that it is not permitted to be,the UAV may be forced to leave the region, to return to a starting pointor home point, or to land. The UAV may be given some time for the userto cause the UAV to leave the region, before the takeover occurs. If theUAV exits a region that is the only region that the UAV is permitted tofly, the UAV may be forced to return to the region, or to land. The UAVmay be given some time for the user to cause the UAV to return to theregion, before takeover controls. If the UAV is operating a payload in aregion that the UAV is not permitted to operate the payload, the payloadmay be automatically turned off. If the UAV is collecting informationwith a sensor, and collection of information is not permitted within aregion, the sensor may be turned off, the sensor may not record the datathat is being collected, or the sensor may not be able to transmit thedata that it is collecting. In another example, if wirelesscommunications are not permitted within a region, the communication unitof the UAV may be turned off to prevent wireless communications. If theUAV is not permitted to land in a region and a user provides aninstruction to land, the UAV may not land, but hover. If a UAV mustmaintain a certain level of battery charge within a region and the levelof charge drops beneath the desired level, the UAV may be automaticallydirected to a battery charging station, may be navigated outside theregion, or may be forced to land. Any of the situations, the user may begiven some time to comply, alternatively, the flight response measuresmay come into effect right away. Any other type of flight responsemeasure that may permit the UAV to come into compliance with a flightregulation that it is not meeting may be provided.

In some instances, geo-fencing device may be used to define a flightrestriction zone, where one or more set of flight regulations may apply.The geo-fencing boundaries may be the perimeter of the flightrestriction zone. In some instances, for a particular UAV on aparticular mission, the same set of flight restrictions may apply withinthe flight restriction zone, or outside the flight restriction zone.

Optionally, a geo-fencing device may be used to define multiple flightrestriction zones. FIG. 24 shows an example of a geo-fencing device thatmay have multiple flight restriction zones. The geo-fencing device 2410may be used to define a first flight restriction zone (e.g., ZONE A 2420a), and a second flight restriction zone (e.g., ZONE B 2420 b).Optionally, a third flight restriction zone (e.g., ZONE C 2420 c) may beprovided. Any number of flight restriction zones may be defined by thegeo-fencing device. For example, one or more, two or more, three ormore, four or more, five or more, six or more, seven or more, eight ormore, nine or more, ten or more, eleven or more, twelve or more, 15 ormore, 20 or more, 25 or more, 30 or mores, 50 or more, or 100 or moreflight restriction zones may be defined by a geo-fencing device.

The zones may or may not overlap. In one instance, ZONE A, ZONE B, andZONE C may be separate zones that do not overlap. For example, ZONE Amay have a circular shape. ZONE B may be a doughnut shape (e.g., may bewithin the outer boundary of ZONE B and outside the outer boundary ofZONE A). ZONE C may be a rectangular shape with a hole cut-out (e.g.,may be within an outer boundary of ZONE C and outside the outer boundaryof ZONE B). The outer boundaries of the zones may be concentric so thatthe boundaries do not intersect one another. Alternatively, outerboundaries of zones may intersect one another. In some instances, thezones may overlap. In some instances, a zone may be entirely withinanother zone. For example ZONE A may be a circle. ZONE B may be a circlewith no hole. ZONE A may be entirely within ZONE B. In some instances,if a zone is within another zone, the inner zone may have all therestrictions of the outer zone.

The zones may have any size or shape. The zones may be defined by atwo-dimensional boundary. The space above or below the two-dimensionalboundary may be part of the zone. For example the zones may have atwo-dimensional boundary with a circular shape, elliptical shape,triangular shape, square shape, rectangle shape, any quadrilateralshape, strip shape, pentagonal shape, hexagonal shape, octagonal shape,crescent shape, doughnut shape, star shape, or any other regular orirregular shape. The shape may or may not include one or more holestherein. The zones may be defined by a three-dimensional boundary. Thespace enclosed within the three-dimensional boundary may be part of thezone. For example, the zone may have a spherical shape, cylindricalshape, prismatic shape (with any shaped cross-section), semi-sphericalshape, bowl shape, doughnut shape, bell shape, wall shape, conicalshape, or any regular or irregular shape. The different zones defined bya geo-fencing device may have the same shape, or may have differentshapes. The different zones defined by the geo-fencing device may havedifferent sizes.

In some instances, a geo-fencing device may be within the outerboundaries of all the zones. Alternatively, the geo-fencing device maybe outside the outer boundary of one or more of the zones. The zones mayall be spaced apart and disjointed. However, all the zones of ageo-fencing device may be located in reference to the geo-fencingdevice. If the geo-fencing device were to move within an environment,the zones of the geo-fencing device may move along with the device. Forexample, if the geo-fencing device was moved to the east about 10meters, the zones of the geo-fencing device may correspondingly move 10meters to the east. In some embodiments, the zones may be radiallysymmetrical. Regardless of how the geo-fencing device is rotated, thezones may remain the same. Alternatively, the zones may not be radiallysymmetric. For instance, if the geo-fencing device is rotated, the zonesmay rotate accordingly. The zones may rotate about the geo-fencingdevice. For example, if the geo-fencing device was rotated clockwise 90degrees, the zones may rotate about a point at the geo-fencing device 90degrees clockwise. In some instances, rotation of the geo-fencing devicemay not affect the location of the zones.

In some instances, each flight restriction zone may have its ownrestrictions. A set of flight regulations may be associated with thedifferent flight restriction zone boundaries and the correspondingrestrictions. For example, a set of flight regulations may includeboundaries for ZONE A, boundaries for ZONE B, boundaries for ZONE C,restrictions for ZONE A, restrictions for ZONE B, and/or restrictionsfor ZONE C. Different zones may have different restrictions. In oneexample, ZONE A may restrict flight so that no UAVs can enter ZONE A.ZONE B may permit flight but may prevent a UAV from operating a camerawithin ZONE B. ZONE C may permit flight and camera usage but may notpermit the UAV to fly beneath an altitude floor. Instructions for thesedifferent regulations may be provided in the set of flight regulations.The different zones may have restrictions on different aspects of UAVoperation. The different zones may have restrictions on the same aspectof UAV operation, but different levels of restrictions. For example,ZONE A, ZONE B, and ZONE C may restrict flight of the UAV. However, theflight of the UAV may be restricted in different ways in differentzones. For example, in ZONE A, the UAV may not be permitted to enter atall. In ZONE B, the UAV may have to fly above an altitude floor, wherethe altitude floor increases in altitude as distance from ZONE Aincreases. In ZONE C, the UAV may not fly below an altitude floor thatmay remain at a substantially level altitude, where the ZONE C altitudefloor matches the highest point of the ZONE B altitude floor.

Similarly, each zone may have its own set of boundaries that may be thesame or different from boundaries of other zones. Each set of boundariesmay correspond to a different set of flight regulations. Each set ofboundaries may correspond to a different set of flight restrictions. Insome instances, the types of flight restrictions for each set ofboundaries may be the same. Alternatively, the types of flightrestrictions for each set of boundaries may be different.

In some embodiments, a zone closest to the geo-fencing device may havethe most stringent restrictions. In some embodiments, a zone closer to ageo-fencing device may have more stringent restrictions than a zonefurther from the geo-fencing device. A zone further from the geo-fencingdevice may have fewer or less stringent restrictions than a zone closerto the geo-fencing device. For example, in ZONE A, the UAV may not bepermitted to enter. In ZONE B, the UAV may be permitted to fly above afirst altitude floor. In ZONE C, the UAV may be permitted to fly above asecond altitude floor that is lower than the first altitude floor. Insome embodiments, all restrictions in a zone further from thegeo-fencing device may be applied to all zones closer to the geo-fencingdevice. Thus, zones closer to the geo-fencing device may have addedrestrictions of the other zones. For instance, ZONE C may have a set ofrestrictions. ZONE B may have all of ZONE C's restrictions plusadditional ZONE B restrictions. ZONE A may have all of ZONE C'srestrictions, ZONE B's additional restrictions, and additionalrestrictions from ZONE A. For example, ZONE C may permit a UAV to flyanywhere within the zone and operate the UAV payload, but not land, ZONEB may also not permit a UAV to land, but may also prevent operation of apayload on the UAV, but still permit the UAV to fly anything, and ZONE Amay not permit a UAV to land, may prevent operation of the payload, andmay require that the UAV fly above an altitude floor.

In other embodiments, the zones may have restrictions independently ofone another. The closer zones to the geo-fencing device need not be morerestrictive than the other zones. For example, ZONE A may prevent a UAVfrom operating a payload but may permit a UAV to fly anywhere, ZONE Bmay permit a UAV to operate a payload but may prevent the UAV fromflying above an altitude ceiling, and ZONE C may prevent wirelesscommunications from the UAV, while the UAV is able to fly anywhere andoperate a payload.

UAV Navigation

One or more UAVs may navigate a region. A UAV may travel along a flightpath. The flight path may be predetermined, semi-predetermined, or maybe created in real-time.

For example, an entirety of the flight path may be predetermined. Eachlocation along the flight path may be predetermined. In some instances,a flight path may include a location of the UAV within a region. In someinstances, the flight path may also include orientation of the UAV atthe location. In one example, a predetermined flight path maypredetermine both location and orientation of the UAV. Alternatively,only the location of the UAV may be predetermined while the orientationof the UAV may not be predetermined and may be variable. Other functionsof the UAV may be predetermined as part of the predetermined flightpath, or may not be predetermined. For example, payload usage may bepredetermined as part of the flight path. For example, the UAV may carryan image capturing device. Locations where the image capturing device isturned on or off, zooms, mode, or other operational features of theimage capturing device at the various locations along the path may bepredetermined. In some instances, positioning of the image capturingdevice (e.g., orientation) relative to the UAV may also be predeterminedas part of the flight path. For example, the image capturing device mayhave a first orientation relative to the UAV at a first location, andthen may switch to a second orientation relative to the UAV at a secondlocation. In another example, wireless communications may bepredetermined as part of the flight path. For instance, it may bepredetermined that the UAV will use a certain communication frequency ata first portion of the flight path and then switch to a differentcommunication frequency at a second portion of the flight path. Anyother operational functions of the UAV may be predetermined as part ofthe predetermined flight path. In some embodiments, aspects of the UAVoperation that are not predetermined as part of the flight path may bevariable. A user may be able to provide an input that may control one ormore variable features of the UAV operation while the UAV is traversingthe flight path. A user may or may not be able to alter a predeterminedportion of the predetermined flight path.

In another example, a flight path may be semi-predetermined. Someportions or checkpoints may be provided for the flight path, which maybe predetermined. The portions that are not predetermined may bevariable and/or controllable by the user. For example, a series of waypoints may be predetermined for the flight path. The UAV flight pathbetween the waypoints may be variable. However, the UAV may be guided toeach of the waypoints, even if the path between the way points may vary.In some instances, an end destination may be predetermined. The entiretyof the path to get to the end destination may be variable and/orcontrollable by the user.

In another example, the path may be created in real-time. The entiretyof the flight may be controlled by the user. The user may manuallycontrol the UAV without any agenda or predetermined path or goal. Theuser may freely fly the UAV within the environment. The flight path ofthe UAV may be created as the UAV traverses the environment.

Geo-fencing devices within a region may affect a flight path of a UAV.In some instances, the geo-fencing devices within the environment may beconsidered and may impose one or more set of flight regulations of theUAV operating within the environment. The UAV behavior may or may not bealtered by the geo-fencing devices. The UAV behavior may be altered ifthe action of the UAV does not comply with the set of flightregulations. The UAV behavior may optionally not be altered if theaction of the UAV is in compliance with the set of flight regulations.The geo-fencing device may be considered when the UAV is traversing apredetermined flight path, semi-predetermined flight path, or areal-time flight path.

FIG. 42 shows an example of an environment with UAVs that may betraversing a flight path, and one or more geo-fencing devices within theenvironment. One or more UAVs (e.g., UAV A 4210 a, UAV B 4210 b) maytraverse an environment along a flight path. The flight paths (e.g.,PATH A, PATH B, PATH C) may be predetermined, may be semi-predetermined,or may be determined in real-time. The UAVs may optionally be flying toa destination 4220. The destination may be a predetermined destinationor may be a destination that is determined in real-time. The destinationmay be a final end destination, or may be a way-point along a path. Thedestination may be any location that may be a target of the UAV. One ormore geo-fencing devices (e.g., GF1 4230 a, GF2 4230 b, GF3 4230 c, GF44230 d, or GF5, 4230 e) may be provided within the environment. Thegeo-fencing devices may have geo-fencing device boundaries.

A UAV may operate in accordance with a set of flight regulations thatmay be associated with one or more of the geo-fencing devices. Anyinteraction between the UAV and geo-fencing device may be provided asdescribed elsewhere herein. Any interaction between an air controlsystem (or other external device or system) and a UAV and/or geo-fencingdevice may be provided as described elsewhere herein. The interactionmay result in the generation of a set of flight regulations that may beprovided to the UAV, or generated on-board the UAV. The set of flightregulations may include one or more restrictions imposed by thegeo-fencing devices within the region.

In one example, a UAV 4210 a may be heading toward a destination 4220.One or more geo-fencing devices 4230 a, 4230 b may be provided betweenthe UAV and the destination. The geo-fencing devices may have boundariesthat may be fall between the UAV and the destination. In some instances,the geo-fencing device boundaries may impede a UAV path toward itsdestination. A UAV may optionally have a flight trajectory. In someinstances, if the UAV were to continue along the flight trajectory, theUAV may encounter a boundary of a geo-fencing device on the way to thedestination. The trajectory may be for a UAV along a predeterminedflight path, semi-predetermined flight path, or a real-time flight path.

In one example, an initially planned flight path may intersect arestricted area within the boundary of a geo-fencing device. If that isthe case, the path may be altered to another path (e.g., PATH A) thatmay avoid the geo-fencing device and keep the UAV outside a restrictedarea. PATH A may be calculated to get the UAV to the destination whileavoiding the restricted area. In some instances, PATH A may be selectedto get the UAV to the destination with a relatively small amount ofdeviation from the predetermined path. The smallest amount of possibledeviation may be calculated. Alternatively, the amount of deviation maybe within 50% or less, 40%, or less, 30%, or less, 20%, or less, 10% orless, 5% or less, or 1% or less of the smallest amount of deviationpossible. For example it may be determined that GF1 and GF2 overlapboundaries so that the UAV may not pass between the geo-fencing devices.The UAV may elect to take a path around the GF2 side or the GF1 side.The GF2 path may be shorter, or deviate less from the original path.Thus, PATH A may be selected to go around the GF2 side. In someinstances PATH A may be selected taking environmental conditions intoaccount. If the wind is blowing strongly, the UAV may take a wider pathto avoid the boundary to provide greater assurance the UAV may not beinadvertently blown into the restricted area. Other metrics, such asenergy efficiency may be taken into account. The UAV may be directed toa path with a relatively high level of energy efficiency. Thepredetermined path may thus be altered while the UAV is in flight toavoid the geo-fencing device.

In other instances, the predetermined path may be calculated orgenerated to avoid geo-fencing devices up front. For example, a user mayenter a proposed path, waypoint, or destination. A user may indicatethat the user wishes for the UAV to reach a particular destination(which may be a waypoint). The air control system or any other systemdescribed elsewhere herein, may collect data about geo-fencing devicesin the area. The air control system may detect the locations and/orboundaries of the geo-fencing devices. The user may optionally propose aflight path to get to the destination. The air control system mayaccept, reject, or alter the path. In some instances, the air controlsystem may propose a path (e.g., PATH A) that may permit the UAV toreach the destination while avoiding restricted areas. The proposed pathmay be selected to have a relatively small amount of deviation from thepath initially proposed by the user. The user may choose to accept orreject the proposed path. Alternatively, the proposed path from the aircontrol system may automatically be enforced. Thus, the predeterminedflight path of the UAV may already take the geo-fencing devices intoaccount and chart a path past the various geo-fencing devices to get theUAV to the destination. In some embodiments, the user need not proposean entire path but may propose one or more destinations. The air controlsystem may consider the geo-fencing device information and may generatea predetermined flight path that allows the UAV to reach the destinationwithout entering restricted areas. In some instances, multiple possiblepaths that avoid the restricted areas may be considered and a singlepath from the multiple paths may be selected.

In another example, a semi-predetermined flight path may have the UAV ona trajectory to intersect a restricted area within the boundary of ageo-fencing device. For example, a destination may be entered and theUAV may be traveling toward the destination. If that is the case, thepath may be altered to another path (e.g., PATH A) that may avoid thegeo-fencing device and keep the UAV outside a restricted area. PATH Amay be calculated to get the UAV to the destination while avoiding therestricted area. In some instances, PATH A may be selected to get theUAV to the destination with a relatively small amount of deviation basedon the previous trajectory. The new path may be selected takingenvironmental conditions or other conditions into account. Thesemi-predetermined path may thus be altered while the UAV is in flightto avoid the geo-fencing device, but still allow the UAV to arrive atthe destination.

In some instances, the semi-predetermined path may be calculated orgenerated to avoid geo-fencing devices up front. For example, a user mayenter a proposed destination (e.g., end destination, waypoint). The aircontrol system or any other system described elsewhere herein, maycollect data about geo-fencing devices in the area. The air controlsystem may detect the locations and/or boundaries of the geo-fencingdevices. The air control system may determine whether the proposeddestination is within a restricted area, which may be within a boundaryof a geo-fencing device. If the destination is not within a restrictedarea, then the proposed destination may be accepted. If the destinationis within a restricted area that the UAV will not be permitted to enter,then the air control system may reject the destination. In someinstances, the air control system may propose another destination thatmay be outside a restricted area but close to where the originaldestination was. One or more factors such as distance from originalproposed destination, ease of flight path to approach the newdestination, or environmental conditions may be considered in generatinga new proposed destination.

Additionally, a user may be manually controlling a UAV in real-time. TheUAV may have a trajectory that may be indicative of an imminent entry ofthe UAV into a restricted area within the boundary of a geo-fencingdevice. If that is the case, the path may be altered to another path(e.g., PATH A) that may avoid the geo-fencing device and keep the UAVoutside a restricted area. In some instances, a warning may be issued tothe user that the user is approaching the boundary, and the user mayoptionally be given some time to self-correct. If the user does notself-correct within the allotted time, the control may be taken overfrom the user. Alternatively, the path may automatically be alteredwithout giving the user time to self-correct. The takeover may cause theUAV to fly along the altered path (e.g., PATH A). PATH A may becalculated to get the UAV to a projected destination while avoiding therestricted area. One or more factors, such as deviation from originaltrajectory, energy efficiency, or environmental conditions, may beconsidered when formulating PATH A. Thus, the real-time path may bealtered while the UAV is in flight to avoid the geo-fencing device.

In some embodiments, a UAV may be provided with a local navigation map.The UAV may receive the local navigation map from the air controlsystem, or other external device. The UAV may receive the localnavigation map from a geo-fencing device. The local navigation map mayinclude locations of one or more geo-fencing devices. The localnavigation map may include boundaries of the one or more geo-fencingdevices. The local navigation map may include information about therestrictions that may be imposed on the UAV at various regions. Forexample, if a UAV is not permitted to fly within the boundaries of ageo-fencing device, the local map may indicate a restriction on flightin a region on the map. In another example, a UAV is not permitted tooperate a payload within the boundaries of another geo-fencing device,the local map may indicate a restriction on the payload operation in aregion on the map. One or more set of flight regulations for the UAV maybe reflected in the local navigation map.

The UAV may use the local navigation map to navigate a region. In someinstances, the local navigation map may include a predetermined path ofthe UAV charted therein. The predetermined path may already takegeo-fencing devices into account. The UAV may then be able to follow thepredetermined path. Adjustments may be made as necessary, if the UAVdeviates from the predetermined path. The UAV current location may becompared with where the UAV is supposed to be on the map. If thepredetermined path does not take geo-fencing devices into account and isseen to enter a restricted area, the predetermined path may be updated,and the map information updated to reflect this information.

In some embodiments, the local navigation map may include one or moredestinations for the UAV as part of a semi-predetermined path. Thedestinations may include waypoints for the UAV. The destinations mayalready take the geo-fencing devices into account. For instance, thedestinations may be selected at locations that are not within restrictedareas. The UAV may be able to travel from destination to destination.Adjustments may be made as necessary, if one or more restricted area isencountered. If the destinations do not take the geo-fencing devicesinto account, and one or more of the destinations are within arestricted area, the destinations may be updated to areas outside therestricted regions, and map information may be updated to reflect thisinformation.

Alternatively, the UAV may be operating along a real-time path. Thelocal navigation map may track the UAV location relative to the one ormore geo-fencing devices. If the UAV is seen to be approaching a flightrestricted region, adjustments may be made as necessary to alter the UAVpath.

In some instances, the local navigation map may be updated to reflectinformation about the environment that is close to the UAV as the UAVtraverses the environment. For instance, as a UAV approaches a newportion of the environment, the local navigation map for the UAV may bereflect information about the new portion of the environment. In someembodiments, if a UAV leaves a previous portion of the environment thelocal navigation map may no longer reflect the information about theprevious portion of the environment. In some instances, the localnavigation map may be updated by an air control system. In otherinstances, one or more geo-fencing devices may be updating the map. As aUAV approaches a geo-fencing device, the geo-fencing device may provideinformation to the UAV that may be used to update the local map. As theUAV encounters different geo-fencing devices along its mission, the UAVmap may be updated from the various geo-fencing devices with informationlocal to the geo-fencing devices.

The geo-fencing devices may cause restrictions to be imposed on UAVoperation. As previously described, one example may be restriction onUAV flight. For example, a UAV may not be permitted to fly within theboundaries of a geo-fencing device (i.e. flight restricted area). Otherexamples of flight restrictions imposed by geo-fencing devices mayinclude payload operation restrictions, payload positioningrestrictions, carrier restrictions, carried object restrictions, sensorrestrictions, communication restrictions, navigation restrictions, powerusage restrictions, or any other type of restrictions. A UAV may engagein activity that may or may not be in compliance with the restrictions.The UAV flight path may be affected by different types of restrictions.Different ways of handling different types of flight restrictions may beprovided.

A UAV (e.g., UAV B 4210 b) may be heading toward a destination 4220. Ifthe UAV were to head along the most direct path (e.g., PATH B), the UAVmay enter a region within the boundaries of a geo-fencing device (e.g.,GF4 4230 d). The restriction within the region may pertain to a factorother than presence of the UAV. For example, the restriction may be analtitude floor. The UAV may be required to fly above a particularaltitude. If the UAV is able to attain the altitude, the UAV may bepermitted to travel along PATH B to the destination. However, if the UAVis unable to attain the altitude, or if reaching the altitude wouldcause a greater deviation to the UAV flight path than going around theregion (e.g., along PATH C), then the UAV may be instructed to travelaround the region (e.g., along PATH C). In another example, therestriction may be operation of a payload (e.g., capturing of images).If the UAV is able to turn off its camera or not capture any imagesusing its camera, the UAV may travel along PATH B, with its camera offwhile within the region, and then be able to turn its camera on when itexits the region. However, if the UAV is unable to turn off its cameraor stop capturing images, or if it is undesirable for the UAV to turnoff its camera, the UAV may be routed around the region along PATH C.Thus, depending on the restriction within the region, the UAV may beable to follow an original path or direction, or may be routed aroundthe region. The UAV may be routed around the region if the UAV is unableto comply with the restriction while within the region, or if it is moreundesirable for the UAV to comply with the restriction than be routedaround the region. One or more factors may be considered in determiningwhether it is not desirable for the UAV to comply with the restrictionwhile within the region. Factors such as environmental conditions,navigational needs, energy efficiency, safety, or goals of a mission,may be considered in determining whether a UAV should be routed aroundthe region, or comply with a restriction of the region.

This may hold true when the UAV is flying a predetermined path,semi-predetermined path, or real-time path. For instance, when a UAV isflying a predetermined path, and the predetermined path traverses theregion, the same determination may be made whether to remain with thepredetermined path or change paths. When a UAV is flying asemi-predetermined path toward the destination, and the most direct pathor trajectory of the path traverses the region, the same determinationmay be made whether to remain on the direct path/path along thetrajectory, or to change paths. When a UAV is flying in accordance withreal-time manual instructions from a user, and the user is guiding theUAV toward a region, the same determination may be made whether tofollow the user commands and allow the user to guide the UAV into theregion, or whether to take over control and change paths.

Geo-Fencing Identification

Geo-fencing devices may be uniquely identifiable. In some embodiments,geo-fencing devices may have their own unique geo-fencing deviceidentifier. A geo-fence identifier may uniquely identify a geo-fencingdevice from other geo-fencing devices. A geo-fencing device may bedifferentiated from other geo-fencing devices by its geo-fenceidentifier.

FIG. 40 shows an example of a system with multiple geo-fencing devices,each with a corresponding geo-fence identifier. A first geo-fencingdevice 4010 a may have a first geo-fence identifier (e.g., GEO-FENCEID1), a second geo-fencing device 4010 b may have a second geo-fenceidentifier (e.g., GEO-FENCE ID2), and a third geo-fencing device 4010 cmay have a third geo-fence identifier (e.g., GEO-FENCE ID3). One or moreUAVs 4020 a, 4020 b may be within an environment, within which thegeo-fencing devices may be provided. In some embodiments, an air controlsystem 4030 or other external device may be provided, which may providesets of flight regulations. Any other architecture, as those describedelsewhere may be provided for the generation of flight regulations. Forinstance, the flight regulations may be generated or stored at the aircontrol system, one or more UAVs, or one or more geo-fencing devices.The air control system is provided by way of example only and is notlimiting.

A geo-fencing device may have a geo-fence identifier (e.g., GEO-FENCEID1, GEO-FENCE ID2, GEO-FENCE ID3, . . . ) that identifies thegeo-fencing device. The geo-fence identifier may be unique to thegeo-fencing device. Other geo-fencing devices may have differentidentifiers from the geo-fencing device. A geo-fence identifier mayuniquely differentiate and/or distinguish the geo-fencing device fromother individuals. Each geo-fencing device may only be assigned a singlegeo-fence identifier. Alternatively, a geo-fencing device may be able toregister multiple geo-fence identifiers. In some instances, a singlegeo-fence identifier may be assigned to only a single geo-fencingdevice. Alternatively, a single geo-fence identifier may be shared bymultiple geo-fencing devices. In preferable embodiments a one-to-onecorrespondence may be provided between a geo-fencing device and acorresponding geo-fence identifier.

Optionally, a geo-fencing device may be authenticated as being anauthorized geo-fencing device for the geo-fence identifier. Anauthentication process may include a verification of the geo-fencingdevice's identity. Examples of authentication processes are described ingreater detail elsewhere herein.

In some embodiments, an ID registration database of an authenticationsystem may maintain identity information for a geo-fencing device. TheID registration database may assign a unique identifier to eachgeo-fencing device. The unique identifier may optionally be a randomlygenerated alphanumeric string, or any other type of identifier that mayuniquely identifier a geo-fencing device from other geo-fencing devices.The unique identifier may be generated by the ID registration databaseor may be selected from a list of possible identifiers that remainunassigned. The identifiers may be used to authenticate the geo-fencingdevice. The ID registration database may or may not interact with one ormore geo-fencing devices.

A set of flight regulations pertaining to the geo-fencing device may begenerated based on information about the geo-fencing device. Theinformation about the geo-fencing device may include identifyinginformation about the geo-fencing device. The identifying informationmay include the geo-fence identifier, or geo-fencing device type. Insome embodiments, a geo-fence identifier may be indicative ofgeo-fencing device type.

The geo-fencing device type may have any characteristic. For instance,the geo-fencing device type may be indicative of a model of thegeo-fencing device, a performance capability of the geo-fencing device,a range of the geo-fencing device (e.g., predetermined range of thegeo-fencing device for detection or communication purposes), boundariesof the geo-fencing device, power capabilities of the geo-fencing device(e.g., battery life), manufacturer of the geo-fencing devices, or typesof restrictions imposed by the geo-fencing device. The geo-fenceidentifier may uniquely identify the geo-fencing from other geo-fencingdevices. The geo-fence identifier may be received from a geo-fencingdevice. In some instances, the geo-fencing device may have anidentification module. The geo-fence identifier may be stored on theidentification module. In some instances, the identification module maynot be altered or removed from the geo-fencing device. The geo-fencingidentifier may be tamper proof or tamper resistant.

An aspect of the invention may be directed to a method of identifying ageo-fencing device, said method comprising: receiving a geo-fenceidentifier that uniquely identifies the geo-fencing device from othergeo-fencing devices; generating a set of flight regulations for a UAVbased on the geo-fence identifier; and operating the UAV in accordancewith the set of flight regulations. A geo-fencing device identificationsystem may be provided, comprising: one or more processors operablyconfigured to individually or collectively: receive a geo-fenceidentifier that uniquely identifies the geo-fencing device from othergeo-fencing devices; and generate a set of flight regulations for a UAVbased on the geo-fence identifier, to permit operation of the UAV inaccordance with the set of flight regulations. The system may furthercomprise one or more communication modules, wherein the one or moreprocessors are operably coupled to the one or more communicationmodules.

FIG. 25 shows a process for generating a set of flight regulations inaccordance with an embodiment of the invention. A geo-fencing deviceidentifier may be received 2510. A set of flight regulations may beprovided based on the geo-fencing device identifier 2520.

The geo-fencing device identifier may be received by a device or systemthat may generate the set of flight regulations. For example, thegeo-fencing device identifier may be received by the air control system.Alternatively, the geo-fencing device identifier may be received by aUAV, one or more processors of the geo-fencing device, a user terminal,a memory storage system, or any other component or system. Thegeo-fencing device identifier may be received by one or more processorsof any component or system. The same component or system may generatethe set of flight regulations. For instance, one or more processors ofan air control system, a UAV, the geo-fencing device, a user terminal, amemory storage system, or any other component or system may generate theset of flight regulations based on the geo-fencing device identifier.

The set of flight regulations may be generated based on an identity ofthe geo-fencing device. The set of flight regulations may be generatedbased on the geo-fencing device type. Other factors, such as UAVinformation, user information, environmental conditions, or timing mayaffect the generation of the set of flight regulations.

Any type of flight regulations, such as those described elsewhereherein, may be provided. The flight regulations may apply to any aspectof the UAV operation. The flight regulations may be tied to ageo-fencing device location and/or boundary. The set of flightregulations may apply to the particular geo-fencing device with which itis associated. Another geo-fencing device may have a second set offlight regulations which may be applicable. In some examples, the set offlight regulations determines that the UAV is configured to remain atleast a predetermined distance away from the geo-fencing device, or theset of flight regulations determines that the UAV is configured toremain within at least a predetermined distance of the geo-fencingdevice. The set of flight regulations may comprises a flight ceilingabove which the UAV can not fly or a flight floor beneath which the UAVcan not fly while at a predetermined location relative to thegeo-fencing device. The set of flight regulations may compriserestrictions on usage of a UAV payload based on a position of the UAVrelative to a location of the geo-fencing device, or the set of flightregulations may comprise restrictions on usage of a communication unitof the UAV based on a position of the UAV relative to a location of thegeo-fencing device.

A set of flight regulations may be generated for each geo-fencingdevice. For example, an air control system 4030 may generate and/orprovide sets of flight regulations for the various geo-fencing devices.For instance, a set of flight regulations for a first geo-fencing device(e.g., GEO-FENCE ID1 4010 a) may be provided to a UAV 4020 a thatapproaches the first geo-fencing device. The UAV may operate incompliance with the set of flight regulations for the first geo-fencingdevice. The UAV may communicate with the air control system to receivethe generated set of flight regulations. In some instances, the UAV mayinform the air control system that the UAV is approaching the firstgeo-fencing device. Alternatively, the geo-fencing device may inform theair control system that the UAV is approaching the geo-fencing device.

A second UAV 4020 b may approach another geo-fencing device (e.g.,GEO-FENCE ID3 4010 c). A second set of flight regulations for the othergeo-fencing device may be provided to the second UAV. The UAV mayoperate in compliance with the second set of flight regulations for theother geo-fencing device. The UAV may communicate with the air controlsystem to receive the generated set of flight regulations. In someinstances, the UAV may inform the air control system that the UAV isapproaching the other geo-fencing device. Alternatively, the othergeo-fencing device may inform the air control system that the UAV isapproaching the other geo-fencing device.

The UAV may receive the set of flight regulations that are applicable tothe UAV. For instance, if the UAV is within the range of the firstgeo-fencing device but is not within the range of the second or thirdgeo-fencing device, the UAV may only receive the set of flightregulations for the first geo-fencing device. In some instances, onlythe set of flight regulations for the first geo-fencing device may begenerated for the UAV. Similarly, if a second UAV is within the range ofthe third geo-fencing device but not in the range of the first or secondgeo-fencing device, the second UAV may only receive the set of flightregulations for the third geo-fencing device. In some instances, onlythe set of flight regulations for the third geo-fencing device may begenerated for the second UAV.

Geo-Fencing Authentication

An identity of a geo-fencing device may be authenticated. The identityof the geo-fencing device may be verified by undergoing anauthentication process. The authentication process may confirm that ageo-fencing device using a geo-fence identifier matches the geo-fencingdevice to whom the geo-fence identifier is registered.

An aspect of the invention is directed to a method of authenticating ageo-fencing device, said method comprising: authenticating an identityof a geo-fencing device, wherein the identity of the geo-fencing deviceis uniquely distinguishable from other geo-fencing devices; providing aset of flight regulations for a UAV, wherein the flight regulationsrelate to a location of the authenticated geo-fencing device; andoperating the UAV in accordance with the set of flight regulations. Ageo-fencing device authentication system may comprise: one or moreprocessors configured to individually or collectively: authenticate anidentity of a geo-fencing device, wherein the identity of thegeo-fencing device is uniquely distinguishable from other geo-fencingdevices; and generate a set of flight regulations for a UAV, wherein theflight regulations relate to a location of the authenticated geo-fencingdevice, to permit operation of the UAV in accordance with the set offlight regulations. The system may further comprise one or morecommunication modules, wherein the one or more processors are operablycoupled to the one or more communication modules.

FIG. 26 shows a process for authenticating a geo-fencing device, inaccordance with an embodiment of the invention. A geo-fencing deviceidentifier may be received 2610. The identity of the geo-fencing devicemay be authenticated 2620. A set of flight regulations may be provided2630.

The geo-fencing device identifier may be received by a device or systemthat may generate the set of flight regulations. For example, thegeo-fencing device identifier may be received by the air control system.Alternatively, the geo-fencing device identifier may be received by aUAV, one or more processors of the geo-fencing device, a user terminal,a memory storage system, or any other component or system. Thegeo-fencing device identifier may be received by one or more processorsof any component or system. The same component or system may generatethe set of flight regulations. For instance, one or more processors ofan air control system, a UAV, the geo-fencing device, a user terminal, amemory storage system, or any other component or system may generate theset of flight regulations based on the geo-fencing device identifier.

The set of flight regulations may be generated after the geo-fencingdevice identifier is received. The set of flight regulations may begenerated after the identity of the geo-fencing device is authenticated.The set of flight regulations may be generated based on an identity ofthe geo-fencing device. The set of flight regulations may be generatedwithout regard to the geo-fencing device identity. The authentication ofthe geo-fencing device identity may be required before the set of flightregulations are generated. Alternatively, the set of flight regulationsmay be generated even if the geo-fencing device is not authenticated. Insome embodiments, a first set of flight regulations may be provided forthe geo-fencing device if the geo-fencing device is authenticated asecond set of flight regulations may be provided for the geo-fencing ifthe geo-fencing device is not authenticated. The first and second setsof flight regulations may be different. In some embodiments, the secondset of flight regulations may be more stringent or restrictive than thefirst set. The set of flight regulations may be generated based on thegeo-fencing device type. Other factors, such as UAV information, userinformation, environmental conditions, or timing may affect thegeneration of the set of flight regulations.

Any authentication process may be used to authenticate the geo-fencingdevice. Any of the techniques described elsewhere herein forauthentication of other devices may be applied to authentication of thegeo-fencing device. For instance, processes used in authentication of auser or UAV may be applied to a geo-fencing device. In one example, thegeo-fencing device may be authenticated with aid of a key on-board thegeo-fencing device. The geo-fence key may be immovable from thegeo-fencing device. Optionally, the key may not be removed from thegeo-fencing device without damaging the geo-fencing device. The key maybe stored in an identification module of the geo-fencing device. In someinstances, the identification module may not be removed from thegeo-fencing device without damaging the geo-fencing device. Theidentification module may have any characteristic of any other type ofidentification module (e.g., UAV identification module) as describedelsewhere herein.

Geo-Fencing Authentication

Geo-Fence Via an Authentication Center

The authenticated UAV can broadcast its position and IMSI via a wirelesslink, which may have information that has the nature of a signature. Inaddition, the UAV and the authentication center may have negotiated andproduced a set of reliable CK1 and IK1, which are characterized as SCS1(Security Communication Set).

A geo-fencing device is authenticated similarly by the authenticationcenter. In particular, similar to the authorization of a UAV, thegeo-fencing device and the authentication center may negotiate andproduce a reliable CK2 and IK2, characterized as SCS2.

The wireless channel for communication between a geo-fencing device anda UAV may be achieved by way of multiplexing various channels formultiple access arrangements, such as time division, frequency division,or code division. Wireless information sent out by the UAV orgeo-fencing device may be sent in the form of signature authentication,such as that described in FIG. 16. Accordingly, when the message (MSG)is to be sent, the information sent is in the format:

MSG1∥((HASH(MSG1)∥SCR( )(+)SCR(IK))∥IMSI  Equation 1:

-   -   where MSG1=MSG∥RAND∥TIMESTAMP∥GPS

In the equation 1 above, the SCR( ) can be an ordinary passwordgenerator and SCR(IK) can be an IK-derived data mask. Additionally, inthis description, MSG is the original message, HASH ( ) is the hashfunction, RAND is as random number, TIMESTAMP is the current time stamp,and GPS is the current location to avoid replay attack.

Upon receiving the aforesaid information of the UAV, the geo-fencingdevice can establish a network link with the authentication center andreport the IMSI of the UAV. The authentication center may inquirewhether the UAV is permitted to appear in this region. If the queryindicates that the UAV is forbidden to enter this region, or indicatesthat restrictive information needs to be transmitted to the UAV, theauthentication center may inform the geo-fencing device via network, andthe geo-fencing device will send the restrictive information by way ofsignature authentication.

The information sent by the geo-fencing device may not be counterfeitedand may be controlled by the authentication center. After receiving theinformation sent by the geo-fencing device, the UAV may proceed toprovide an encrypted transmission via a CK1-protected link establishedby a remote controller and/or public communication network with theauthentication center. In this way, the UAV may send the geo-fencinginformation received by the UAV to the authentication center forauthentication. After successfully confirming that the geo-fencinginformation is true and reliable, the UAV may interpret the contents inthe geo-fencing device. Meanwhile, it may report to the user via aremote controller. In some examples, a flight course correction may bemade by a user or by a UAV itself

During a flight, a UAV may announce its position or its destination.After the authentication center is informed of such information andfinds that said UAV cannot enter the corresponding region, it may sendout prohibition information requiring the UAV to return. The processdescribed above may be achieve securely and can endure various attacks.If a UAV keeps entering the restricted area, for example, theauthentication center can record the intrusion of said UAV and reportthe intrusion to relevant administration departments.

No Passing Through an Authentication Center

An authenticated UAV may wirelessly broadcast relevant information (suchas its ID, its position, and its course), and other such informationthat has characteristics of a digital signature. After a geo-fencingdevice receives the above information from the UAV, it may connect to anair control system via a network and report the IMSI of said UAV. Theair control system may then determine whether or not the UAV is presentin this area. If it is determined that said UAV cannot enter said areaor certain restriction information needs to be notified to the UAV, theair control system may inform the geo-fencing device through a network,and a the geo-fencing device may send out restriction information by wayof signature authentication. The information sent by the geo-fencingdevice may not be counterfeited and may be controlled by theauthentication center. A safe information channel from theauthentication center to the UAV is described below.

Certain open key algorithms may be employed in embodiments of thepresent invention. In accordance with an open key algorithm, a passwordpair may be selected. A password pair consists of a public key and aprivate key. As such, two password pairs are provided. The geo-fencingdevice and the authentication center each control their own private key,respectively. The geo-fencing device private key controlled by thegeo-fencing device is denoted as KP, and the corresponding public key isdenoted as KO. The authentication center private key controlled by theauthentication center is denoted as CAP, and the corresponding open keyof the authentication center is denoted as CAO.

In an example, when registering a geo-fencing device, a password pair KP(for the private key of the geo-fencing device) and KO (for the open keyof the geo-fencing device) may be assigned by, and reported to, theauthentication center. The private key (KP) of the geo-fencing devicecan neither be read nor be copied. Additionally, the authenticationcenter may encrypt the open key (KO) of the geo-fencing device using theprivate key (CAP) of the authentication center to generate a certificateC. The air control system obtains the certificate C from theauthentication center and sends it to the geo-fencing device.Additionally, a MSG that is to be sent to the UAV may first be subjectedto the hash function HASH to generate the digest D. The MSG may thenencrypted to form the signature S using the private key (KP) of thegeo-fencing device. Further, the geo-fencing device may send the C, S,and MSG to the UAV through a wireless channel.

After the UAV receives the C, S, and MSG, it may use a known open key(CAO) of the authentication device to decrypt C to obtain the open key(KO) of the geo-fencing device, and may also use KO to decrypt signatureS to obtain decrypted digest D1. Additionally, the UAV may perform thehash function HASH on the MSG to obtain the digest D. The UAV maycompare decrypted digest D1 and digest D. If both are identical, the UAVmay authenticate the MSG sent by the geo-fencing device. As such, withthe aforesaid signature process, the UAV and the authentication cansafely communicate with each other.

During flight, the UAV may announce its position or target. Uponreceiving the position of the UAV, the authentication center can sendrestrictive information and request the UAV to reverse course if itdetermines that the UAV is forbidden to enter the correspondingairspace. The aforesaid process can be conducted with safety and canwithstand various attacks. If the UAV continues to enter, theauthentication center can record the non-compliant entry of the UAV andreport to the administrative agency.

As an alternative, the geo-fencing device can also continue to broadcastthe restrictive information uni-directionally. The authentication ofthis information is the same as the aforesaid process. The restrictiveinformation can indicate the flight permission of UAVs of various typesin this area. Additionally, the wireless channel for communicationbetween the geo-fencing device and the UAV can be arranged in amulti-access by way of channel multiplexing, such as time division,frequency division, or code division.

Air Control System May Actively Push Information

According to the position and planned course of UAVs prepared to fly andUAVs flying, the air control system may determine in real-time that thegeo-fencing might be affected. In this example, the air control systemmay prepare a list of geo-fencings to avoid for each UAV. The geo-fencesthat each UAV is to avoid might be influenced according to the level ofthe UAV, the user of the UAV, and the flight commission. In addition,the air control system may send said list to the UAV through anencrypted channel between the air control system and the UAV, which isthen forwarded to the user.

Before a flight and during a flight, a UAV having an electronic map canaccept information pushed by the air control system. The UAV can alsoreceive information concerning e.g. position, range of activity, timeperiod of activity of the UAV and geo-fencing near the course thereof.The UAV can also send explicit receipt confirmation back to the aircontrol system. The UAV may also actively obtain and update validgeo-fencing information near its course and provide such information tothe air control system. When providing such information actively, theUAV may not have to send receipt confirmation back to the air controlsystem.

When the air control system pushes information and when the UAV activelyobtains information, systems may be used to ensure that the subjectsending out the information is not forged and the information has notbeen manipulated. Using the secure communication connection establishedduring the authentication process to push and obtain information,communication security can be ensured. For details regardingestablishing said secure communication connection and security control,please refer to previous sections.

Data-Store with Related Identifiers

FIG. 27 shows another example of device information that may be storedin memory, in accordance with an embodiment of the invention.

A memory storage system 2710 may be provided. Information from one ormore users 2715 a, 2715 b, one or more user terminals 2720 a, 2720 b,one or more UAVs 2730 a, 2730 b and/or one or more geo-fencing devices2750 a, 2750 b may be provided. The information may include any type ofdata (e.g., one or more commands, environmental data), a data source(e.g., identifier of a device from which the data originated), andrelated device identifiers (e.g., associated user identifier, associatedUAV identifier, associated geo-fencing device identifier), and/or anyother associated timing information or other associated information. Oneor more sets of information 2740 may be stored.

The memory storage system 2710 may include one or more memory storageunits. The memory storage system may include one or more databases thatmay store the information described herein. The memory storage systemmay include computer readable media. The memory storage system may haveany characteristic of any other memory storage described herein (e.g.,memory storage system of FIG. 11). The memory storage system may beprovided at a single location or may be distributed over multiplelocations. In some embodiments, the memory storage system may include asingle memory storage unit, or multiple memory storage units. A cloudcomputer infrastructure may be provided. In some instances, apeer-to-peer (P2P) memory storage system may be provided.

The memory storage system may be provided off-board a UAV. The memorystorage system may be provided on a device external to UAVs. The memorystorage system may be provided off-board a remote controller. The memorystorage system may be provided on a device external to remotecontrollers. The memory storage system may be off-board UAVs and remotecontrollers. The memory storage system may be part of authenticationsystem. The memory storage system may be part of an air control system.The memory storage system may include one or more memory units that maybe one or more memory units of an authentication system, such as an aircontrol system. Alternatively, the memory storage system may be separatefrom an authentication system. The memory storage system may be ownedand/or operated by the same entity as the authentication system.Alternatively, the memory storage system may be owned and/or operated bya different entity as the authentication system.

A communication system may include one or more recorders. The one ormore recorders may receive data from any devices of the communicationsystem. For example, the one or more recorders may receive data from oneor more UAVs. The one or more recorders may receive data from one ormore users and/or remote controllers. The one or more memory storageunits may be provided over the one or more recorders. For instance, theone or more memory storage units may be provided over one or morerecorders that receive one or more messages from the UAVs, users, and/orremote controllers. The one or more recorders may or may not have alimited range of receiving information. For example, a recorder may beconfigured to receive data from a device that is within the samephysical area as the recorder. For example, a first recorder may receiveinformation from a UAV when the UAV is in a first zone, and a secondrecorder may receive information from the UAV when the UAV is in asecond zone. Alternatively, the recorders do not have a limited rangeand may receive information from devices (e.g., UAVs, remotecontrollers, geo-fencing devices) regardless of the location of thedevice. The recorders may be the memory storage units and/or may conveythe gathered information to the memory storage units.

Information from one or more data source may be stored in memory. Thedata source may be any device or entity that is a source of the recordeddata. For example, for DATA1, the data source may be a first UAV (e.g.,UAV1). For DATA2, the data source may be a second UAV (e.g., UAV2). Thedata source may be a user, user terminal (e.g., remote controller), UAV,geo-fencing device, recorder, external sensor, or any other type ofdevice. Information may be about of the data sources may be stored inthe memory.

For example, information about one or more users 2715 a, 2715 b may bestored in the memory storage system. The information may include useridentification information. Examples of user identification informationmay include a user identifier (e.g., USERID1, USERID2, USERID3, . . . ).The user identifier may be unique to the user. In some instances theinformation from the users may include information useful foridentifying and/or authenticating the user. The information from the oneor more users may include information about the users. The informationfrom the one or more users may include data originating from the user.In one example, the data may include one or more commands from the user.The one or more commands may include commands that effect operation ofthe UAV. Any other type of information may be provided from the one ormore users and may be stored in the memory storage system.

In some embodiments, all user inputs may be stored in the memory storagesystem as data. Alternatively, only selected user inputs may be storedin the memory storage system. In some instances, only certain types ofuser inputs are stored in the memory storage system. For instance, insome embodiments, only user identification inputs and/or commandinformation is stored in the memory storage system.

The users may optionally provide information to the memory storagesystem with aid of one or more user terminals 2720 a, 2720 b. The userterminals may be a device capable of interacting with a user. The userterminal may be capable of interacting with a UAV. The user terminal maybe a remote controller configured to send one or more operationalcommands to the UAV. The user terminal may be a display deviceconfigured to show data based on information received from the UAV. Theuser terminal may be capable of both sending information to the UAV andreceiving information from the UAV. In some embodiments, a user terminalmay be a data source for data stored in the memory storage system. Forexample, REMOTE CONTROLLER1 may be a source of DATA4.

Users may provide information to the memory storage system with aid ofany other type of device. For example one or more computers or otherdevices may be provided that may be capable of receiving a user input.The devices may be capable of communication user input to the memorystorage device. The devices need not interact with the UAVs.

The user terminals 2720 a, 2720 b may provide data to the memory storagesystem. The user terminals may provide information relating to a user,user commands, or any other type of information. The user terminals mayprovide information about the user terminals themselves. For instances,user terminal identification may be provided. In some instances, a useridentifier and/or user terminal identifier may be provided. Optionally auser key and/or user terminal key may be provided. In some examples, auser does not provide any input relating to the user key, but the userkey information may be stored on the user terminal or may be accessibleby the user terminal. In some instances, the user key information may bestored on a physical memory of the user terminal. Alternatively, theuser key information may be stored off-board (e.g., on the cloud) andmay be accessible by the user terminal. In some embodiments, the userterminals may convey the user identifiers and/or associated commands.

The UAVs 2730 a, 2730 b may provide information to the memory storagesystem. The UAVs may provide information relating to the UAV. Forexample, UAV identification information may be provided. Examples of UAVidentification information may include a UAV identifier (e.g., UAVID1,UAVID2, UAVID3, . . . ). The UAV identifier may be unique to the UAV. Insome instances the information from the UAVs may include informationuseful for identifying and/or authenticating the UAV. The informationfrom the one or more UAVs may include information about the UAVs. Theinformation from the one or more UAVs may include any data (e.g., DATA1,DATA2, DATA3, . . . ) that were received by the UAVs. The data mayinclude commands that effect operation of the UAV. Any other type ofinformation may be provided from the one or more UAVs and may be storedin the memory storage system.

The geo-fencing devices 2750 a, 2750 b may provide information to thememory storage system. The geo-fencing devices may provide informationrelating to the geo-fencing devices. For example, geo-fencing deviceidentification information may be provided. Examples of geo-fencingdevice identification information may include a geo-fencing deviceidentifier (e.g., GEO-FENCING DEVICE 1, GEO-FENCING DEVICE 2, . . . ).The geo-fencing device identifier may be unique to the geo-fencingdevice. In some instances the information from the geo-fencing devicesmay include information useful for identifying and/or authenticating thegeo-fencing devices. The information from the one or more geo-fencingdevices may include information about the geo-fencing devices. Theinformation from the one or more UAVs may include any data (e.g., DATA5,DATA6, . . . ) that were received by the geo-fencing devices. The datamay include locations of geo-fencing devices, detected conditions orpresence of UAV, or information relating to flight regulations. Anyother type of information may be provided from the one or moregeo-fencing devices and may be stored in the memory storage system.

Any of the devices described herein may be authenticated prior tostoring the device-related information in the memory storage system. Forexample, a user may be authenticated before user-related information isstored in the memory storage system. For example, the user may beauthenticated before a user identifier is obtained and/or stored by thememory storage system. Thus, in some implementations, only authenticateduser identifiers are stored in the memory storage system. Alternatively,a user need not be authenticated and a purported user identifier may bestored in the memory storage system prior to authentication. Ifauthentication is passed an indication may be made that the useridentifier has been verified. If authentication is not passed, anindication may be made that the user identifier has been flagged forsuspicious activity, or that a failed attempt at authentication was madeusing the user identifier.

Optionally, a UAV may be authenticated before UAV-related information isstored in the memory storage system. For example, the UAV may beauthenticated before a UAV identifier is obtained and/or stored by thememory storage system. Thus, in some implementations, only authenticatedUAV identifiers are stored in the memory storage system. Alternatively,a UAV need not be authenticated and a purported UAV identifier may bestored in the memory storage system prior to authentication. Ifauthentication is passed an indication may be made that the UAVidentifier has been verified. If authentication is not passed, anindication may be made that the UAV identifier has been flagged forsuspicious activity, or that a failed attempt at authentication was madeusing the UAV identifier.

Similarly, a geo-fencing device may be authenticated before geo-fencingdevice-related information is stored in the memory storage system. Forexample, the geo-fencing device may be authenticated before ageo-fencing device identifier is obtained and/or stored by the memorystorage system. Thus, in some implementations, only authenticatedgeo-fencing device identifiers are stored in the memory storage system.Alternatively, a geo-fencing device need not be authenticated and apurported geo-fencing device identifier may be stored in the memorystorage system prior to authentication. If authentication is passed anindication may be made that the geo-fencing device identifier has beenverified. If authentication is not passed, an indication may be madethat the geo-fencing device identifier has been flagged for suspiciousactivity, or that a failed attempt at authentication was made using thegeo-fencing device identifier.

In addition to a data source, related device information pertaining tothe corresponding data may be stored. For example, if a command wasissued, related devices may include a device that issued the commandand/or a device that received a command. The data source may be thedevice that issued the command. In another example, data may becollected by a sensor on-board the UAV. The data source may be the UAV.The UAV may communicate the sensed data to multiple devices, which maybe included in the information about related devices. For example, DATA3may be sensed by UAV1, and UAV1 may send the device to a user (e.g.,USERID3) and geo-fencing device (e.g., GEO-FENCING DEVICE 2). Therelated device information may include a user, user terminal (e.g.,remote controller), UAV, geo-fencing device, recorder, external sensor,or any other type of device.

The memory storage unit may store one or more sets 2740 of information.The sets of information may include information from the may be a user,user terminal, UAV, geo-fencing device, recorder, external sensor, orany other type of device. The sets of information may include one ormore sets of data, a data source, and information regarding relateddevices. In some instances, a single data item may be provided for asingle set of information. Alternatively multiple data items may beprovided for a single set of information.

The memory storage system may store sets of information relating to aparticular interaction between two devices. For instance, multiplecommands may be issued during the interaction between the two devices.The interaction may be execution of a mission. In some instances, thememory storage unit may only store information pertaining to theparticular interaction. Alternatively, the memory storage system maystore information pertaining to multiple interactions between the twodevices. The memory storage system may optionally store informationaccording to an identifier of a particular device. Data that is tied tothe same device (e.g., same UAV) may be stored together. Alternatively,the memory storage unit may store information according to the deviceidentifier. Data that is tied to a device or particular combination ofdevices may be stored together.

Alternatively, the memory storage system may store sets of informationpertaining to interactions between multiple devices or sets of devices.The memory storage system may be a data repository that collectsinformation from multiple users, user terminals, UAVs, geo-fencingdevices, or other devices. The memory storage system may storeinformation from multiple missions, which may include various users,various user terminals, various UAVs, various geo-fencing devices,and/or various combinations thereof. In some instances, the informationsets in the memory storage system may be searchable or index-able. Theinformation sets may be found or indexed according to any parameter,such as user identity, user terminal identity, UAV identity, geo-fencingdevice identity, time, device combinations, types of data, locations, orany other information. The information sets may be stored in accordancewith any parameter.

In some instances, information in the memory storage system may beanalyzed. The information sets may be analyzed to detect one or morepatterns of behavior. The information sets may be analyzed to detect oneor more characteristics that may be related to an accident orundesirable condition. The information sets may be used to analyze airtraffic. Statistical analysis may be performed on the information setsin the memory storage units. Such statistical analysis may be useful foridentifying trends or correlated factors. For example, it may be noticedthat certain UAV models may have a higher accident rate overall thanother UAV models. Thus, information in the memory storage system may beanalyzed generally to gather information about operation of UAVs. Suchgeneral analysis need not be in response to particular events orscenarios.

The memory storage system may be updated in real-time. For instance, asdata is sent or received, information pertaining to the data may berecorded in the memory storage system, along with any other informationfrom the information set. This may occur in real-time. The data and anyrelated information in the information set may be stored within lessthan 10 minutes, 5 minutes, 3 minutes, 2 minutes, 1 minute, 30 seconds,15 seconds, 10 seconds, 5 seconds, 3 seconds, 1 second, 0.5 seconds, or0.1 seconds of the command being sent, or received.

In alternative embodiments, the memory storage system may not need to beupdated in real-time. The memory storage system may be updatedperiodically at regular or irregular time intervals. In some instances,an update schedule may be provided, which may include regular orirregular update times. The update schedule may be fixed, or may bealterable. The memory storage system may be updated in response to adetected event or condition.

A memory storage system may store the information sets for any period oftime. In some instances, the information sets may be storedindefinitely, until they are deleted. Deletion of information sets mayor may not be permitted. In some instances, only an operator oradministrator of the memory storage system may be permitted to interactwith the data stored in the memory storage system. In some instances,only an operator of an authentication system (e.g., air control system,authentication center) may be permitted to interact with the data storedin the memory storage system.

Optionally, the information sets may be automatically deleted after aperiod of time. The period of time may be pre-established. For instance,information sets may be automatically deleted after greater than apredetermined period of time. Examples of predetermined periods of timemay include, but are not limited to 20 years, 15 years, 12 years, 10years, 7 years, 5 years, 4 years, 3 years, 2 years, 1 year, 9 months, 6months, 3 months, 2 months, 1 month, 4 weeks, 3 weeks, 2 weeks, 1 week,4 days, 3 days, 2 days, 1 day, 18 hours, 12 hours, 6 hours, 3 hours, 1hour, 30 minutes, or 10 minutes. In some instances, information sets maybe deleted manually only after the predetermined period of time haspassed.

Identity-Based Geo-Fencing Restrictions

One or more sets of flight regulations within an environment maycorrespond to one or more geo-fencing devices. Each set of flightregulations may be associated with a geo-fencing device. In someembodiments, only a single set of flight regulations are associated withthe geo-fencing device. For example, regardless of number or type ofUAVs that may interact with the geo-fencing device, the same set offlight regulations may apply. Alternatively, multiple sets of flightregulations may be associated with the geo-fencing device. This mayoccur when multiple UAVs interact with the geo-fencing device. Each ofthe multiple sets of UAVs may have their own set of flight regulations.For example, a first UAV may have a first set of flight regulations, andthe second set UAV may have a second set of flight regulations. Therestrictions provided by the first and second set of flight regulationsmay be different. In some instances, the difference may be due toidentity of the UAV (e.g., difference in first UAV identity vs secondUAV identity). The difference may be due to identity of the user (e.g.,difference in an identity of the first user operating the first UAV vssecond user operating the second UAV). The difference may be due to anyother factor, such as time, environmental conditions, or any otherfactors. A set of flight regulations may be associated with a singlegeo-fencing device.

FIG. 28 shows a geo-fencing device 2810 that may provide different setsof flight restrictions in different scenarios. The different sets offlight restrictions may have the same boundaries, or may have differentboundaries 2820 a, 2820 b. Different UAVs 2830 a, 2830 b, 2840 a, 2840 bmay receive the different sets of flight restrictions.

The geo-fencing device 2810 may be provided at a location within theenvironment. A set of flight regulations may be provided to a UAV withinthe environment near the location. If multiple UAVs are within theenvironment near the location, they may each receive a set of flightregulations. The sets of flight regulations between the multiple UAVsmay be the same. The sets of flight regulations between the multipleUAVs may be different. In one example, the difference in sets of flightregulations may be based upon the identity of the UAV. The difference insets of flight regulations may be based upon the UAV type. For example,a first set of UAVs 2830 a, 2830 b may be of a first UAV type, and asecond set of UAVs 2840 a, 2840 b may be of a second UAV type. The firstand second types of UAVs may be different. Any description herein ofdifference of sets of flight regulations based on UAV type are providedby way of example only, and may apply to any other type of factor whichmay cause different sets of flight regulations. These may include userinformation (e.g., user identity, user type), environmental conditions,timing, other UAV information or any other types of factors describedelsewhere herein.

A first set of UAVs may receive a first set of flight regulations and asecond set of UAVs may receive a second set of flight regulations. Thefirst and second set of flight regulations may be different. Forexample, a first set of UAVs 2830 a, 2830 b may receive a first set offlight regulations and a second set of UAVs 2840 a, 2830 b may receive asecond set of flight regulations for the geo-fencing device 2810. Theboundaries between the first set of flight regulations and the secondset of flight regulations may be different. Thus, for the samegeo-fencing device, multiple sets of boundaries may be provided throughthe multiple sets of flight regulations. A first set of flightregulations may have a first set of boundaries and a second set offlight regulations may have a second set of boundaries. In someinstances, a single set of flight regulations may have multiple sets ofboundaries. For example, even if a single UAV receives a set of flightregulations, there may be multiple sets of boundaries, whether formultiple zones, different zones at different times, or different zonesfor different detected conditions, or any other factors. A first set ofboundaries 2820 a may be provided in the first set of regulations forthe first set of UAVs, and a second set of boundaries 2820 b may beprovided in the second set of regulations for the second set of UAVs.The boundaries may have different sizes or shapes. The boundaries mayoverlap.

In the example provided, the boundaries may restrict the presence ofUAVs. This is provided by way of example only and any other type ofrestrictions may apply for the boundaries. The first set of flightregulations may restrict the presence of the first type of UAVs 2830 a,2830 b from a region with the first set of boundaries 2820 a. Thus UAVsof the first type may not enter the first set of boundaries. The UAVs ofthe second type 2840 a, 2840 b may not receive the first set of flightregulations and may thus not be restricted by the restrictions from thefirst set of flight regulations. Thus, the UAVs of the second type mayenter within the first set of boundaries (e.g., UAV 2840 b has enteredwithin the first set of boundaries 2820 a).

The second set of flight regulations may restrict the presence of thesecond type of UAVs 2840 a, 2840 b from a region with the second set ofboundaries 2820 b. Thus UAVs of the second type may not enter the secondset of boundaries. The UAVs of the first type 2830 a, 2830 b may notreceive the second set of flight regulations and may thus not berestricted by the restrictions from the second set of flightregulations. Thus, the UAVs of the first type may enter within thesecond set of boundaries(e.g., UAV 2830 b has entered within the secondset of boundaries 2820 b).

Thus, even a single geo-fencing device may have a high degree offlexibility. The geo-fencing device may be able to provide a referencepoint for different sets of flight regulations for different UAVs indifferent circumstances that may approach the geo-fencing device, whichmay provide a high degree of control over the types of activities in theproximity of the geo-fencing device without requiring any alteration orupdate to the geo-fencing device itself. In some embodiments, the setsof flight regulations may be generated off-board so any updates orspecific rules may be directed off-board the geo-fencing device that maynot require any change to the geo-fencing device itself. In someinstances, the geo-fencing device itself may generate the sets of flightregulations on-board, but may receive updates to the parameters,algorithms, or data used to generate the set of flight regulations fromthe cloud. The geo-fencing device need not receive any manual input inperforming its functions. Alternatively, a user may choose to providepersonalized requests or input for the geo-fencing device.

Geo-Fencing Device Change Over Time

As previously described, a set of flight regulations may change overtime. UAVs encountering the geo-fencing device at different times mayhave a different set of flight regulations. In some embodiments, the setof flight regulations are applicable to a particular encounter or aparticular time. For example, if a UAV were to approach a geo-fencingdevice a first time, the UAV may receive a first set of flightregulations. If the UAV were to fly elsewhere and then return andencounter the geo-fencing device a second time, the UAV may receive asecond set of flight regulations. The first and second set may be thesame. Alternatively, they may be different. The set of flightregulations may have changed based on the time, or other conditions,such as environmental conditions that are detected. Thus, a UAV may bedelivered different sets of flight conditions depending on theconditions (e.g., time, environmental conditions). The set of flightconditions themselves need not include any conditions. In otherembodiments, the set of flight regulations may encompass differentconditions including timing. For example, a set of flight regulationsprovided for a UAV may indicate that before 3:00 pm, the first set ofboundaries and restrictions applies, between 3:00 pm and 5:00 pm, asecond set of boundaries and restrictions apply, and after 5:00 pm athird set of boundaries and restrictions apply. Thus, the set of flightrestrictions may include different sets of boundaries and restrictionsto the UAV depending on different conditions (e.g., time, environmentalconditions, etc.).

However, the set of flight regulations is provided, a UAV may be subjectto different restrictions to the geo-fencing device depending onconditions such as time, or environmental conditions.

FIG. 29 shows an example of a geo-fencing device with sets of flightregulations that may change over time. The change of regulations overtime may be provided by way of example only, and may apply to any othertypes of conditions, such as environmental conditions. For example, ifthe example describes changes at a first time, second time, third time,etc., the example may apply to a first set of environmental conditions,a second set of environmental conditions, a third set of environmentalconditions, or any other set of conditions (e.g., a first set ofconditions, a second set of conditions, a third set of conditions).

A geo-fencing device 2910 may be illustrated at different times (time=A,B, C, or D). Different conditions may be provided at the differenttimes, or the place of the different times. A UAV 2920 may be providedin a proximity of the geo-fencing device. The UAVs illustrated at thedifferent times may be the same UAV or may be different UAVs. Thegeo-fencing device may have a set of boundaries 2930 a, 2930 b, 2930 c,2930 d.

The boundaries may change over time. For example, a set of boundaries2930 a at a first time (e.g., time=A) may be different from a set ofboundaries 2930 b at a second time (e.g., time=B). The boundaries maychange in any way. For example, a lateral portion of the boundaries maychange (e.g., boundaries 2930 a at time=A and boundaries 2930 c attime=C) and/or a vertical portion of the boundaries may change (e.g.,boundaries 2930 a at time=A and boundaries 2930 b at time=B). In someinstances, both the lateral and vertical portions of the boundaries maychange (e.g., boundaries 2930 b at time=B and boundaries 2930 c attime=C). The sizes and/or shapes of the boundaries may change. In someinstances the boundaries may remain the same at different times. Forexample, a set of boundaries 2930 a at a first time (e.g., time=A) maybe the same as a set of boundaries 2930 d at a second time (e.g.,time=D).

The types of restrictions imposed in relation to the boundaries maychange over time. Even if a set of boundaries remain the same, the typeof restriction may change. For example, at a first time (e.g., time=A),the boundaries 2930 a may be the same as the boundaries 2930 d a secondtime (e.g., time=D). However, a first set of restrictions may apply atthe first time (e.g., at time=A, a UAV 2920 may not be permitted toenter within the boundaries 2930 a), and a second set of restrictionsmay apply at a second time (e.g., at time=D, a UAV 2920 may be permittedto enter within the boundaries 2930 d, but optionally other restrictionsmay be imposed, such as not permitting operation of a payload). Even ifthe boundaries remain the same, the type of restriction may bedifferent. Even if the boundaries remain the same, and the type ofrestriction is the same, the level of restriction may be different(e.g., not being permitted to use any wireless communications vs. onlybeing permitted to use wireless communications within a particularfrequency range).

In some embodiments, the types of restrictions imposed in relation tothe boundaries may remain the same, while the boundaries change overtime. For example, at a first time (e.g., time=A), the boundaries 2930 amay change with respect to boundaries 2930 b at a second time (e.g.,time=B). The first of restrictions may apply at the first time and asecond set of restrictions may apply at the second time. The first setof restrictions may be the same as the second set of restrictions. Forexample, at time=A, a UAV 2920 may not be permitted to enter within theboundaries 2930 a. At time=B, the UAV may also not be permitted to enterwithin the boundaries 2930 b, but the boundaries may have changed, sothat the UAV may enter areas the UAV had not been previously able toenter and/or the UAV may not be able to enter areas that the UAV hadpreviously been able to enter. The areas that the UAV may be able toenter may have changed with the changing of the boundaries.

Alternatively, the first set of restrictions may not be the same as thesecond set of restrictions. For example, at time=B, a UAV may not bepermitted to enter within the boundaries 2930 b. At time=C, the UAV maybe able to enter within the boundaries 2930 c but may not be able toissue any wireless communications while within the boundaries. Thus,both the boundaries and the set of restrictions may change. The set ofrestrictions may change such that the type of restrictions changes. Theset of restrictions may change such that the type of restriction may bethe same, but the level of restriction may change.

A UAV may encounter a geo-fencing device in various circumstances. Thedifferent circumstances may be provided in sequence (the UAV encountersthe geo-fencing device at multiple points in time, or under multipledifferent conditions), or may be provided in the alternative (e.g., theUAV may theoretically reach a geo-fencing device for the first time atdifferent points in time, or under different sets of conditions).

In some embodiments, the changes to the set of flight regulations mayoccur without requiring that the geo-fencing device have an indicator.For example, an air control system may be aware of the geo-fencingdevice and UAV locations. The air control system may detect when a UAVis within a predetermined range of the geo-fencing device. The aircontrol system may be aware of a set of conditions (e.g., current time,environmental conditions, UAV identity or type, user identity or type,etc.) when the UAV nears the geo-fencing device. Based on theconditions, the air control system may provide a set of flightregulations to the UAV. The UAV need not detect the geo-fencing device,nor detect an indicator on the geo-fencing device, although the UAV maydo so, as described elsewhere herein.

In another example, the geo-fencing device may detect the presence ofthe UAV as the UAV approaches the geo-fencing device. The geo-fencingdevice may detect the UAV when the UAV comes within a predeterminedrange of the geo-fencing device. The geo-fencing device may be aware ofa set of conditions (e.g., current time, environmental conditions, UAVidentity or type, user identity or type, etc.) when the UAV nears thegeo-fencing device. Based on the conditions, the geo-fencing device mayprovide a set of flight regulations to the UAV. The UAV need not detectthe geo-fencing device, nor detect an indicator of the geo-fencingdevice, although the UAV may do so, as described elsewhere herein.

Additionally, the UAV may generate the set of flight regulations onboard. The UAV may detect the presence of the geo-fencing device.Alternatively, information from an air control system or geo-fencingdevice about the proximity of the UAV to the geo-fencing device may beprovided to the UAV. The UAV may be aware of a set of conditions (e.g.,current time, environmental conditions, UAV identity or type, useridentity or type, etc.) when the UAV nears the geo-fencing device. Basedon the conditions, the UAV may generate a set of flight regulationson-board the UAV. The UAV need not detect the geo-fencing device, nordetect an indicator on the geo-fencing device, although the UAV may doso, as described elsewhere herein.

In other embodiments, the geo-fencing device 2910 may comprise anindicator 2940. The indicator may be any type of indicator as describedelsewhere herein. While a visual marker has been provided by way ofexample only, any other type of indicator, such as a wireless signal,heat signal, acoustic signal, or any other type of indicator may beused. A UAV may be able to detect the indicator of the geo-fencingdevice. The UAV may be able to detect the indicator when the UAV nearsthe geo-fencing device (e.g., enters within a predetermined range of thegeo-fencing device).

The indicator may change over time. The changes in the indicator may bereflective of different conditions. The indicator may changeperiodically (e.g., at regular or irregular time intervals), inaccordance with a pre-set schedule, or in response to a detected eventor condition. The changes in the indicator may be self-initiated by thegeo-fencing device. The geo-fencing devices may have a set ofinstructions on which indicators to provide in which circumstances. Theinstructions may be updated with information from an external device(e.g., cloud, air control system, UAV, other geo-fencing device, etc.).In some instances, the changes to the indicator may incorporate datafrom one or more external device. In one example, an air control systemmay instruct the geo-fencing device to change indicators. In anotherexample, another external device, such as the UAV, other geo-fencingdevices, or remote controller of the geo-fencing device may provide aninstruction to the geo-fencing device to change indicators. Theindicator may change characteristics. The characteristics may bedetectable by the UAV. For example, for a visual marker, the change incharacteristics may include change in visual appearance of theindicator. In another example, for an acoustic signal, the change incharacteristics may include a change in a detectable acoustic signatureof the indicator. For a wireless signal, the change in characteristicmay include a change in information transmitted by the indicator.

For example, the indicator may change periodically. In one example, theindicator may change every hour. In another example, the indicator maychange every day. The geo-fencing device may have an on-board clock thatmay allow the geo-fencing device to keep track of the time.

The indicator may change in accordance with a pre-set schedule. Forexample, a schedule may indicate that the indicator should change from afirst indicator characteristic to a second indicator characteristic at9:00 AM on Monday, and then from the second indicator characteristic toa third characteristic at 3:00 PM on Monday, and then from the thirdcharacteristic back to the first characteristic at 1:00 AM on Tuesday,and then from the first characteristic to a second characteristic at10:00 AM on Tuesday, and so forth. The schedule may be alterable. Insome instances, an operator of an air control system may be able toalter the schedule. In another example, an owner or operator of thegeo-fencing device may be able to alter the schedule. The owner and/oroperator of the geo-fencing device may be able to enter or alter theschedule by manually interacting with the geo-fencing device, orremotely from a separate device, which may result in an updated scheduleof the geo-fencing device.

In another example, the indicator may change in response to a detectedevent or condition. For example, if the air traffic around thegeo-fencing device reaches a threshold density, then the indicator maychange. If the climate around the geo-fencing device changes (e.g., itstarts raining or the wind speed picks up), then the indicator maychange. Optionally, the dynamic indicator may change in response to adetected presence of the UAV. For example, the UAV may be uniquelyidentified. The geo-fencing device may receive a UAV identifier thatuniquely identifies the UAV from other UAVs. An indicator parameter orcharacteristic may be selected based on the UAV identifier. Forinstance, the set of flight regulations may depend on an identity of theUAV or the UAV type. In another example, the indicator parameter orcharacteristic may be selected based on a user identifier. For instance,the set of flight regulations may depend on an identity of the user orthe user type.

The changes to the indicator may reflect changes to the set of flightregulations. For example, a UAV may be able to detect the changes incharacteristics of the indicator and know that a different set ofrestrictions are in place. For example, the UAV may use a different setof flight regulations when the indicator changes. Alternatively, the UAVmay use the same set of flight regulations, but the same set of flightregulations may apply for different restrictions or boundaries fordifferent indicators.

For example, if the UAV detects the indicator 2940 under a first set ofcharacteristics (e.g., showing ‘X’), the UAV may know that a first setof regulations are in place (e.g., first set of boundaries 2930 a, firstset of restrictions). If the UAV detects the indicator 2940 under asecond set of characteristics (e.g., showing ‘O’), the UAV may know thata second set of regulations are in place (e.g., second set of boundaries2930 b, second set of restrictions). If the UAV detects the indicator2940 under a third set of characteristics (e.g., showing ‘=’), the UAVmay know that a third set of regulations are in place (e.g., third setof boundaries 2930 c, third set of restrictions). If the UAV detects theindicator 2940 under a fourth set of characteristics (e.g., showing‘+’), the UAV may know that the fourth set of regulations are in place(e.g., fourth set of boundaries 2930 d, fourth set of restrictions).

The UAV may know that different regulations correspond to differentindicator characteristics based on a local memory on-board the UAV. Thelocal memory on-board the UAV may or may not be updated continuously,periodically, in accordance with a schedule, or in response to adetected event or condition. In some instances, an external device, suchas an air control system, may know different regulations that correspondto different indicator characteristics. The UAV may transmit informationto the external device about the detected indicator characteristic. Theexternal device may generate the set of flight regulations and thenprovide the set of flight regulations to the UAV in response. Any othercommunication architecture such as those described elsewhere herein maybe used.

Aspects of the invention may be directed to a geo-fencing device,comprising: one or more memory storage units configured to store aplurality of indicator parameters; and a dynamic indicator that (1)changes over time from being in accordance with a first indicatorparameter to being in accordance with a second indicator parameter ofsaid plurality, and (2) is configured to be detectable by a UAV (a)while the UAV is in flight and (b) when the UAV enters within apredetermined geographic range of the geo-fencing device. A method ofproviding a set of flight regulations to a UAV may be provided, saidmethod comprising: storing, in one or more memory storage units of ageo-fencing device, a plurality of indicator parameters; and changing adynamic indicator of the geo-fencing device over time from being inaccordance with a first indicator parameter to being in accordance witha second indicator parameter of said plurality, wherein the dynamicindicator is configured to be detectable by the UAV (a) while the UAV isin flight and (b) when the UAV enters within a predetermined geographicrange of the geo-fencing device.

As previously described, the indicator may be a dynamic indicator. Thedynamic indicator may have one or more parameters/characteristics. Insome embodiments, the dynamic indicator may be a visual marker thatchanges appearance over time. A first appearance of the visual markermay be generated based on the first indicator parameter, and a secondappearance of the visual marker that is different from the firstappearance of the visual marker may be generated based on the secondindicator parameter. In another example, the dynamic indicator may be awireless signal that changes characteristics over time. A firstcharacteristic of the wireless signal may be generated based on thefirst indicator parameter, and a second characteristic of the wirelesssignal that is different from the first characteristic of the wirelesssignal may be generated based on the second indicator parameter.

The dynamic indicator may uniquely identify the geo-fencing device anddistinguishes the geo-fencing device from other geo-fencing devices. Forexample, different geo-fencing devices may have different indicators.The different dynamic indicators may be different from one another. Sowhen a UAV detects a dynamic indicator, the UAV may not only know theset of flight regulations in place under the conditions, but theidentity of the geo-fencing device. In other embodiments, the indicatorsneed not be unique to each geo-fencing device. In some instances, thesame indicators may be provided for geo-fencing devices of the sametype. The indicators may be unique for the geo-fencing device type. Whena UAV detects a dynamic indicator, the UAV may not only know what theset of flight regulations are in place under the conditions, but thetype of geo-fencing device. In other instances, the indicator need notbe unique to the device. Different geo-fencing devices of differenttypes may show the same indicators. The indicators may be reflective ofthe set of flight regulations that correspond to the indicator, and theUAV need not uniquely identify the geo-fencing device or geo-fencingdevice type.

The dynamic indicator may be indicative of a first set of flightregulations when in accordance with the first indicator parameter andmay be indicative of a second set of flight regulations when inaccordance with the second indicator parameter. As previously described,the set of flight regulations may be generated and/or stored at anydevice within the UAV system. Any communication combinations may occurto permit the UAV to operate in accordance with the set of flightregulation. In some examples, the first set of flight regulations andthe second set of flight regulations may be stored on-board the UAV, thefirst set of flight regulations and the second set of flight regulationsmay be stored on an air control system off-board the UAV, or the firstset of flight regulations and the second set of flight regulations maybe stored on-board the geo-fencing device.

Geo-Fence Overlap and Priority

FIG. 30 shows a scenario where a UAV may be provided within anoverlapping region for multiple geo-fencing devices. Multiplegeo-fencing devices 3010 a, 3010 b may be provided within anenvironment. The geo-fencing devices may have corresponding boundaries3020 a, 3020 b. One or more UAVs may be provided within an environment.

A UAV 3030 d may be outside the boundaries of both a first geo-fencingdevice 3010 a and a second geo-fencing device 3010 b. The UAV mayoptionally not be under a set of restrictions from either the firstgeo-fencing device or the second geo-fencing device. The UAV may freelyoperate within the environment without having a set of flightregulations applied to the UAV.

A UAV 3030 a may be within the boundaries of a first geo-fencing device3010 a and outside the boundaries of the second geo-fencing device 3010b. The UAV may be under a set of restrictions from the first geo-fencingdevice while not under a set of restrictions from the second geo-fencingdevice. The UAV may operate in compliance with a first set of flightregulations associated with the first geo-fencing device.

A UAV 3030 c may be within the boundaries of a second geo-fencing device3010 b and outside the boundaries of the first geo-fencing device 3010a. The UAV may be under a set of restrictions from the secondgeo-fencing device while not under a set of restrictions from the firstgeo-fencing device. The UAV may operate in compliance with a second setof flight regulations associated with the second geo-fencing device.

A UAV 3030 d may be within the boundaries of both the first geo-fencingdevice 3010 a and the second geo-fencing device 3010 b. The UAV may beunder a set of flight regulations. Different possibilities may beprovided within the UAV falls within the range of multiple geo-fencingdevices. Any of the possibilities when describing overlapping multiplezones may be applied herein.

For example, one or more of the zones, provided by different geo-fencingdevices, may overlap. For instance, a first zone within the first set ofboundaries 3020 a of the first geo-fencing device may overlap a secondzone within a second set of boundaries 3020 b of the second geo-fencingdevice.

When multiple zones overlap, the rules from the multiple zones mayremain in place. For example, both the first set of flight regulationsassociated with the first geo-fencing device and the second set offlight regulations associated with the second geo-fencing device mayremain in place in the overlapping zone. In some instances, the rulesfrom the multiple zones may remain in place as long as they are notconflicting with one another. For example, the first geo-fencing devicemay not permit usage of a UAV payload while the UAV is within the firstzone. The second geo-fencing device may not permit usage of a UAVcommunication while the UAV is within the second zone. When the UAV 3030d is within both zones, the UAV may not be permitted to operate the UAVpayload and may not be permitted to use the communication unit.

If there are conflicts between the rules, various rule responses may beimposed. For instance, the most restrictive set of rules may apply. Forexample, if a first zone requires that a UAV fly beneath 400 feet inaltitude, and a second zone requires that a UAV fly beneath 200 feet inaltitude, in the overlapping zone, the rule about flying beneath 200feet in altitude may apply when the UAV is within the overlapping zone.This may include mixing and matching a set of rules to form the mostrestrictive set. For example, if a first zone requires that a UAV flyabove 100 feet and beneath 400 feet, and a second zone requires that aUAV fly above 50 feet and beneath 200 feet, the UAV may use the flightfloor from the first zone and the flight ceiling from the second zone tofly between 100 feet and 200 feet while in the overlapping zone.

In another instance, hierarchy may be provided to the zones. One or morepriority levels may be provided within the hierarchy. A geo-fencingdevice of a higher priority level (e.g., higher up the hierarchy) mayhave rules that prevail over a geo-fencing device of a lower prioritylevel (e.g., lower down the hierarchy), regardless of whether the rulesassociated with the geo-fencing device of higher priority are more orless restrictive than the rules of the geo-fencing device of lowerpriority. The priority levels of the geo-fencing devices may bepreselected or pre-entered. In some instances, a user providing a set ofrules for the zones may indicate which geo-fencing devices have higherpriority levels than other geo-fencing devices. In some instances, amanufacturer of a geo-fencing device may pre-select a hierarchy for thegeo-fencing device. The preselected priority may or may not be altered.In other instances, an owner or operator of the geo-fencing device mayenter a hierarchy level for the geo-fencing device. The owner oroperator of the geo-fencing device may be able to alter the geo-fencingdevice priority level. In some instances, the level of priority for thegeo-fencing device may be determined by an external device, such as anair control system, one or more UAVs, or other geo-fencing devices. Insome instances, an operator of the air control system may be able toview information about multiple geo-fencing devices and enter or adjustpriority levels of the geo-fencing devices. In some embodiments, some ofthe priority levels may be jurisdictionally mandated. For example,certain jurisdictions may require that geo-fencing devices of governmentfacilities or emergency services have a higher level of priority thanprivate owned or operated geo-fencing devices.

In one implementation of a priority driven set of rules for a UAV in anoverlapping zone, a first zone may require that a UAV fly beneath 400feet and that the payload be turned off. A second zone may require thatthe UAV fly beneath 200 feet and have no payload restrictions. If thefirst zone may be associated with a geo-fencing device of higherpriority, the rules from the first zone may be imposed, without imposingany of the rules from the second zone. For instance, the UAV may flybeneath 400 feet and have the payload turned off. If the second zone isassociated with a geo-fencing device of higher priority, the rules fromthe second zone may be imposed, without imposing any of the rules fromthe first zone. For instance, the UAV may fly beneath 200 feet and nothave any payload restrictions.

In some instances, multiple sets of flight regulations may be providedwhen multiple zones overlap. A master set of flight regulations may beprovided, which the UAV may comply with. As previously described, themaster set of flight regulations may incorporate both the first andsecond sets of flight regulations when there is no conflict, mayincorporate a more restrictive set of flight regulations between thefirst and second sets of flight regulations, may incorporate aspects ofboth the first and second sets of flight regulations in the mostrestrictive manner, or may incorporate a set of flight regulationsassociated with a geo-fencing device of higher priority.

An aspect of the invention may include a method of operating a UAV, saidmethod comprising: determining a location of the UAV; identifying aplurality of geo-fencing devices, wherein each geo-fencing device isindicative of a set of flight regulations for the UAV in an area thatcovers the location of the UAV; prioritizing, with aid of one or moreprocessors, a master set of flight regulations the UAV is to follow,selected from the sets of flight regulations of the plurality ofgeo-fencing devices; and operating the UAV in accordance with the masterset of flight regulations. Similarly, a non-transitory computer readablemedium containing program instructions for operating a UAV may beprovided, said computer readable medium comprising: program instructionsfor determining a location of the UAV; program instructions foridentifying a plurality of geo-fencing devices, wherein each geo-fencingdevice is indicative of a set of flight regulations for the UAV in anarea that covers the location of the UAV; and program instructions forprioritizing a master set of flight regulations the UAV is to follow,selected from the sets of flight regulations of the plurality ofgeo-fencing devices, to permit operation of the UAV in accordance withthe master set of flight regulations.

Furthermore, a UAV flight regulation prioritization system may comprise:one or more processors configured to individually or collectively:determine a location of the UAV; identify a plurality of geo-fencingdevices, wherein each geo-fencing device is indicative of a set offlight regulations for the UAV in an area that covers the location ofthe UAV; and prioritize a master set of flight regulations the UAV is tofollow, selected from the sets of flight regulations of the plurality ofgeo-fencing devices, to permit operation of the UAV in accordance withthe master set of flight regulations. The system may further compriseone or more communication modules, wherein the one or more processorsare operably coupled to the one or more communication modules.

FIG. 31 shows an example of different regulations for differentgeo-fencing devices, in accordance with an aspect of the invention.Multiple geo-fencing devices 3110 a, 3110 b, 3110 c may have prioritylevels and/or one or more sets of regulations. The sets of regulationsmay include one or more metric. One or regulation value may beassociated with the one or more metric. One example of a metric mayinclude a type of restriction. For example, a first metric may apply toaltitude floor restriction, a second metric may apply to payloadoperation restriction, a third metric may apply to wirelesscommunication restriction, a fourth metric may apply to battery capacityrestriction, a fifth metric may apply to velocity restriction, a sixthmetric may apply to maximum item carrying weight, and so forth.

In some embodiments, the geo-fencing devices may have different prioritylevels. Any number of priority levels may be provided. For example, oneor more, two or more, three or more, four or more, five or more, six ormore, seven or more, eight or more, nine or more, ten or more, fifteenor more, 20 or more, 25 or more, 30 or more, 40 or more, 50 or more, or100 or more priority levels may be provided. The priority levels may bequalitative or quantitative. For example, the priority levels may bedivided into low, moderate, and high. The geo-fencing device with a highpriority level may be higher up the hierarchy than a geo-fencing devicewith a moderate priority level. Any categorization may be provided tothe priority levels. For example, priority level A, priority level B,priority level C, etc. may be provided. In some instances, the prioritylevels may have numerical values. For example, geo-fencing device A 3110a may have a priority level of 98, geo-fencing device B 3110 b may havea priority level of 17, and geo-fencing device C 3110 c may have apriority level of 54. In some instances, a priority level with a highernumerical value may be higher up a hierarchy.

The plurality of geo-fencing devices may have different priority levelsand a set of flight regulations from the geo-fencing device with thehighest priority may be selected as the master set of flightregulations. For example, if a UAV is in a region of overlapping zonesof geo-fencing devices A, B, and C, the UAV may have a master set offlight regulations that uses the regulations associated with geo-fencingdevice A, since geo-fencing device A has the highest priority level. Ifa UAV is in a region of overlapping zones of geo-fencing devices B andC, the UAV may have a set of flight regulations that use the regulationsassociated with geo-fencing device C, since geo-fencing device C has ahigher priority level than geo-fencing device B. Thus, in this scenario,the UAV master set may include the regulations of AVAL3 for METRIC A,BVAL3 for METRIC B, EVAL3 for METRIC E, and FVAL3 for METRIC F. In someinstances, different geo-fencing devices may have the same prioritylevel. If the UAV falls in an overlapping with geo-fencing devices ofequal priority level, other techniques may be used to determine a masterset of flight regulations for UAV. For example, any of the otherexamples described elsewhere herein may be used.

In other instances, the master set of flight regulations may comprisethe most stringent regulations selected from the sets of flightregulations. For example, if a UAV is in a region of overlapping zonesof geo-fencing devices A, B, and C, for each of the metrics, the mostrestrictive value from the various geo-fencing devices may be selected.For example, for METRIC A, the most restrictive value of AVAL1, AVAL2,or AVAL3 may be selected. For example, if metric A is altitude floorrestriction, and AVAL1=400 feet, AVAL2=250 feet, and AVAL3=300 feet,then AVAL1 may be selected because AVAL1 provides the most restrictivealtitude floor. For METRIC B, the most restrictive value of BVAL1 orBVAL3 may be selected. Since geo-fencing device does not have anyrestriction for METRIC B, then the geo-fencing device B is already theleast restrictive. If METRIC B is payload operation restriction, andBVAL1=being able to power on the payload but not being able to store anydata collected, and BVAL3=not being able to power on the payload, thenBVAL3 may be selected because BVAL3 provides more restrictive usage ofthe payload. For METRIC D, neither geo-fencing device A nor geo-fencingdevice C may have any restriction. Thus, DVAL2 may be selected forMETRIC D since it is the most restrictive by default. For each metric,the most restrictive metric may be selected from the geo-fencingdevices.

In other instances, the master set of flight regulations may compriseregulations from the geo-fencing device with the overall most stringentflight regulations. If overall, geo-fencing device C has the moststringent regulations compared to geo-fencing device A and B, then themaster set may include the regulations of geo-fencing device C. Even ifsome of the metrics are more stringent at A and B, if geo-fencing deviceis overall more restrictive, then geo-fencing device D may be selected.

The master set of flight regulations may comprises flight regulationsfrom a single set of flight regulations. For example, the master set offlight regulations may include only regulations from geo-fencing deviceA, only regulations from geo-fencing device B, or only regulations fromgeo-fencing device C. The master set of flight regulations comprisesflight regulations from multiple sets of flight regulations. For examplethe master set may include flight regulations from two or more ofgeo-fencing devices A, B, and C. Values from different geo-fencingdevices for different metrics may be selected.

In some embodiments, a master set of flight regulations may beprioritized based on a UAV identity (e.g., UAV identifier or UAV type).A UAV identifier may be received. The UAV identifier may uniquelyidentify the UAV from other UAVs. The master set of flight regulationsmay be based on the unique UAV identity. For instance, the UAV identitymay determine which set of geo-fencing device regulations are used, orwhich combination of geo-fencing device regulations are used. The UAVidentity may determine which technique is used to determine the masterset. The master set of flight regulations may be based on a UAV type.For instance, the UAV type may determine which set of geo-fencing deviceregulations are used, or which combination of geo-fencing deviceregulations are used. The UAV type may determine which technique is usedto determine the master set.

In some embodiments, a master set of flight regulations may beprioritized based on a user identity (e.g., user identifier or usertype). A user identifier may be received. The user identifier mayuniquely identify the user from other users. The master set of flightregulations may be based on the unique user identity. For instance, theuser identity may determine which set of geo-fencing device regulationsare used, or which combination of geo-fencing device regulations areused. The user identity may determine which technique is used todetermine the master set. The master set of flight regulations may bebased on a user type. For instance, the user type may determine whichset of geo-fencing device regulations are used, or which combination ofgeo-fencing device regulations are used. The user type may determinewhich technique is used to determine the master set.

The multiple geo-fencing devices with overlapping regions may bestationary geo-fencing devices. Alternatively, they may include one ormore mobile geo-fencing devices. When a mobile geo-fencing device meetsa stationary geo-fencing device, an overlapping region may be created.When stationary geo-fencing devices have boundaries that may change overtime, overlapping regions may be created or may disappear.

Mobile Geo-Fencing

Geo-fencing devices may be stationary or mobile. In some instances,geo-fencing devices may remain at the same location. In some instances,geo-fencing devices may remain at the same location unless moved by anindividual. A substantially stationary geo-fencing device may be placedin an environment and may not be self-propelled. The stationarygeo-fencing device may be affixed to or supported by a stationarystructure. A user may manually move the stationary geo-fencing devicefrom a first location to a second location.

The geo-fencing device may be mobile. The geo-fencing device may movefrom location to location. The geo-fencing device may be moved withoutrequiring an individual to move the geo-fencing device. A mobilegeo-fencing device may be self-propelled. The mobile geo-fencing devicemay be affixed to or supported by a movable object, such as a vehicle.The mobile geo-fencing device may have one or more propulsion unitsthereon that may permit the mobile geo-fencing device to move about theenvironment. The mobile geo-fencing device may be attached to orsupported by movable object that may have one or more propulsion unitsthat may permit the movable object to move about the environment withthe mobile geo-fencing device.

FIG. 32 shows an example of mobile geo-fencing devices in accordancewith an embodiment of the invention. The mobile geo-fencing devices maybe UAVs 3210 a, 3210 b. The mobile geo-fencing devices may be aerialvehicles, ground-based vehicles, water-based vehicles, or space-basedvehicles, or any combination thereof. UAVs are provided by way ofexample only, and any description herein of UAVs may apply to any othervehicles or movable objects.

The mobile geo-fencing devices 3210 a, 3210 b may have locations thatmay change over time. A distance d may be provided between the mobilegeo-fencing devices. The mobile geo-fencing devices may havecorresponding boundaries 3220 a, 3220 b. The boundaries may remain thesame or may change over time. The boundaries may change in response toone or more detected conditions, as described elsewhere herein.

The mobile geo-fencing devices may send out a wireless communication.The wireless communication may be a message which may includeinformation about the mobile geo-fencing devices. Identifyinginformation, such as geo-fencing device identifier or geo-fencing devicetype may be sent. The message may include a message signature. Themessage may include geo-fencing device key information. The message mayinclude location information for the mobile geo-fencing device. Forexample, the message may include global coordinates for the geo-fencingdevice. The mobile geo-fencing device may have a GPS unit or otherlocator on-board that may provide the location of the mobile geo-fencingdevice. The message may include information about a flight plan orcourse for the geo-fencing device. The message may include timeinformation, such as time when the message is sent. The time may beprovided in accordance with a clock on-board the mobile geo-fencingdevice. The message may include flight control information. For example,the message may include information about flight command received and/orflight command being executed.

When the mobile geo-fencing devices are UAVs, the messages may be sentout and received by one another. For example, when a first mobilegeo-fencing device 3210 a nears a second mobile geo-fencing device 3210b, each may send out a message having any of the information describedherein. The UAVs may identity and/or detect one another based on thesent message. Alternatively, other detection or recognition techniques,such as those described elsewhere herein may be used.

The messages from the UAVs may be sent out continuously. For example,the message may be continuously broadcasted. The UAVs may send out themessage regardless of whether they have detected one another. Themessages from the UAVs may be sent out on a periodic basis (e.g.,regular or irregular time intervals), according to a schedule, or inresponse to a detected event or condition. For example, when the UAVsdetect the presence of the other UAVs, the message may be sent. Inanother example, the UAV may send out the message when instructed to doso by an air control system.

In some instances, the message for a UAV may include a geo-fencingradius. The geo-fencing radius may be related to a maneuverability ormission of a corresponding UAV. For example, if the UAV is moremaneuverable, a smaller radius may be provided. When the UAV is lessmaneuverable a larger radius may be provided.

For example, a first UAV 3210 a may broadcast out a first geo-fencingradius (e.g., RA). Optionally, a second UAV 3210 b may broadcast out asecond geo-fencing radius (e.g., RB). When a second UAV receives theradius from the first UAV, it may calculate the distance d between thefirst UAV and the second UAV. If said distance d is smaller than RA orsmaller than RB, then the second UAV may conduct course correction oron-site hover, meanwhile, it may inform the first UAV of a possibilityof collision. In that case, the first UAV may conduct course correctionor on-site hover.

Similarly, in the process of flight, the second UAV may simultaneouslybroadcast out the second geo-fencing radius (e.g., RB). When the firstUAV receives the radius from the second UAV, it may calculate thedistance d between the first UAV and the second UAV. If said distance dis smaller than RA or smaller than RB, then the first UAV may conductcourse correction or on-site hover, meanwhile, it may inform the secondUAV of a possibility of collision. In that case, the second UAV mayconduct course correction or on-site hover.

When both UAVs broadcast the information, both UAVs may detect thepossibility of collision and provide a course correction. In someinstances, one of the UAVs may continue on its course while the otherUAV takes evasive action to avoid a possible collision. In otherinstances, both UAVs may take some form of evasive action to avoidpossible collision.

In some embodiments, only one of the UAVs may take evasive action whilethe other does not, when a priority difference exists between the UAVs.For example, a UAV of a higher priority level may not be required totake evasive action, while a UAV of lower priority level may be forcedto take evasive action. In another example, a calculation may be made asto which UAV it will be easier to cause to take evasive action. Forexample, if a first UAV is moving very quickly and a second UAV ismoving very slowly, it may be easier to cause the first UAV to coursecorrect if the second UAV can not get out of the way in time. In anotherexample it may cause the second UAV to course correct if it can get outof the way in time and more energy would otherwise be expended incausing the first UAV to take evasive action.

Thus, UAVs may be used as a mobile geo-fencing device, which may aid inUAV collision avoidance. For collision avoidance applications, the UAVsmay restrict other UAVs from entering within the boundaries of the UAVs.For example, a first UAV may prevent other UAVs, such as the second UAV,from entering the boundaries of the first UAV. Similarly, the second UAVmay prevent the first UAV from entering the boundaries of the secondUAV. If one of the UAVs enters the boundaries of the other UAVs, aflight response measure may occur that may aid in the prevention of acollision.

A similar collision avoidance application may be provided withstationary mobile geo-fencing devices as well. For example, if a firstgeo-fencing device is a stationary geo-fencing device installed on astatic object, such as a building on the ground, it may be helpful toprevent a second mobile geo-fencing device (e.g., UAV) from running intothe static object upon which the first geo-fencing device is installed.Geo-fencing devices may provide virtual ‘force fields’ that may preventunauthorized UAVs or other mobile geo-fencing devices from enteringwithin the boundaries.

In other embodiments, other types of restrictions may be provided withinthe boundaries of the geo-fencing devices. For example, payloadoperation restrictions may be provided. In one example, both UAVs may betraveling, each with its own corresponding camera that may be capturingimages. The first UAV may have a flight restriction that does not permitoperation of cameras by other UAVs within the boundaries. The second UAVmay have a flight restriction that permits operation of cameras by otherUAVs within the boundaries, but does not permit recordation of images.Thus, when the second UAV enters the boundary of the first UAV, thesecond UAV may have to power off its camera. If it can not power of itscamera, it may be forced to take evasive action to avoid the boundary ofthe first UAV. When the first UAV enters the boundary of the second UAV,it may keep its camera on but must stop recording. Similarly, if it cannot stop recording, it may be forced to take evasive action. This typeof restriction may be useful if it is desirable for activities of thegeo-fencing device to not be recorded or captured on camera. Forexample, it may be undesirable for other UAVs to capture images of theUAV while the UAV is undergoing a mission. Any other type ofrestrictions, such as those described elsewhere herein may be used.

Aspects of the invention may include a method of identifying mobilegeo-fencing devices, said method comprising: receiving, at a UAV, asignal from a mobile geo-fencing device indicative of (1) a location ofthe mobile geo-fencing device and (2) one or more geo-fencing boundariesof the mobile geo-fencing device; calculating a distance between the UAVand the mobile geo-fencing device; determining, based on the distance,whether the UAV falls within the one or more geo-fencing boundaries ofthe mobile geo-fencing device; and operating the UAV under a set offlight regulations provided based on the mobile geo-fencing device whenthe UAV falls within the one or more geo-fencing boundaries of themobile geo-fencing device.

A UAV may comprise: a communication unit configured to receive a signalfrom a mobile geo-fencing device indicative of (1) a location of themobile geo-fencing device and (2) one or more geo-fencing boundaries ofthe mobile geo-fencing device; and one or more processors operablycoupled to the communication unit, individually or collectivelyconfigured to: calculate a distance between the UAV and the mobilegeo-fencing device; determine, based on the distance, whether the UAVfalls within the one or more geo-fencing boundaries of the mobilegeo-fencing device; and generate a signal to effect operation of the UAVunder a set of flight regulations provided based on the mobilegeo-fencing device when the UAV falls within the one or more geo-fencingboundaries of the mobile geo-fencing device.

The one or more geo-fencing boundaries of the mobile geo-fencing devicemay be a circular boundary having a first radius with the geo-fencingdevice at the center. The distance between the UAV and the mobilegeo-fencing device may be compared to the first radius. The UAV may alsobe a geo-fencing device having a second set of one or more geo-fencingboundaries. The second set of one or more geo-fencing boundaries of theUAV may be a circular boundary having a second radius with the UAV atthe center. The distance between the UAV and the mobile geo-fencingdevice may be compared to the second radius. The mobile geo-fencingdevice may be another UAV.

FIG. 33 shows an example of mobile geo-fencing devices approaching oneanother, in accordance with an embodiment of the invention. A firstmobile geo-fencing device 3310 a may be approaching a second mobilegeo-fencing device 3310 b. The second mobile geo-fencing device may beapproaching the first mobile geo-fencing device. The geo-fencing devicesmay be approaching one another. The mobile geo-fencing devices may havecorresponding sets of boundaries 3320 a, 3320 b. The mobile geo-fencingdevices may be moving along corresponding trajectories 3330 a, 3330 b.

In some embodiments, the trajectories and/or boundaries of the mobilegeo-fencing devices may be analyzed to determine if the mobilegeo-fencing devices will likely cross into one another's boundaries. Insome instances, the mobile geo-fencing devices may be moving quickly, soit may be desirable to make a determination whether the devices are oncourse for a collision early on. The trajectories may be analyzed topredict the future locations of the mobile geo-fencing devices. Theboundaries may be analyzed to determine the berth that the mobilegeo-fencing devices will need to have in order to avoid one another. Forexample, larger boundaries may result in the mobile geo-fencing devicesneeding to keep a wider berth of one another. Smaller boundaries mayresult in the mobile geo-fencing devices being permitted to keep asmaller berth of one another.

In some instances, the trajectories may be provided so that the mobilegeo-fencing devices are directly approaching one another. Alternatively,one or more of the trajectories may be off. Velocity and/or accelerationof the mobile geo-fencing devices may also be considered in determiningwhether to take evasive action. Also, a determination of whether anymobile geo-fencing device needs to take evasive action, which mobilegeo-fencing device will need to take evasive action, or whether bothmobile geo-fencing devices will need to take evasive action. Similarly,the type of evasive action may be determined (whether to change course,slow down, speed up, hover, or change any other geo-fencing deviceoperational parameter).

FIG. 34 shows another example of a mobile geo-fencing device inaccordance with an embodiment of the invention. A mobile geo-fencingdevice 3410 may be a movable object, or may be affixed to or supportedby the movable object 3420. The movable object may be a vehicle, such asa ground-based vehicle, water-based vehicle, air-based vehicle, orspace-based vehicle. The mobile geo-fencing device may have a boundary3430. The boundary may move with the mobile geo-fencing device. A UAV3440 may be in a proximity of the geo-fencing device.

The geo-fencing device 3410 may have any associated set of flightregulations for the UAV 3440. In one example, the flight regulations mayrequire that the UAV remain within the geo-fencing boundaries 3430 ofthe mobile geo-fencing device. The UAV may fly freely within theairspace bounded by the geo-fencing boundary. As the mobile geo-fencingdevice moves, the boundaries may move with the mobile geo-fencingdevice. The UAV may then also move with the mobile geo-fencing device.This restriction may be useful in scenarios where it may be desirablefor the UAV to follow a movable object. For example, the movable objectmay be a ground-based vehicle, and it may be desired that the UAV fliesabove the ground-based vehicle and capture images of the surroundingenvironment, which may be displayed on the ground-based vehicle. The UAVmay remain within proximity of the ground-based vehicle withoutrequiring that a user actively operate the UAV. The UAV may remainwithin the boundary that moves with the vehicle, and may thus follow thevehicle.

In another example, the restrictions may be to keep the UAV outside ofthe boundaries. The restriction may prevent a UAV from running into orcolliding with the ground-based vehicle. Even if a UAV is manually beingoperated by a user, if the user provides instructions that would causethe UAV to run into the vehicle, the UAV may take a flight responsemeasure that may prevent a UAV from crashing into the vehicle. This maybe use for inexperienced users of the UAV who may otherwiseinadvertently cause a crash, or malicious users of the UAV who may betrying to intentionally crash into a vehicle. The mobile geo-fencingdevice may protect objects from malicious users who would otherwisecrash the UAV into the vicinity of the mobile geo-fencing device.

An additional example may be for a payload restriction. For example, theUAV may not be permitted to capture images of the environment while theUAV is within the boundary of the mobile geo-fencing device. Even whilethe mobile geo-fencing device moves around within the environment, theUAV may not be able to capture images of the mobile geo-fencing deviceand the movable object. This may be useful if it is desirable to preventUAVs from collecting data, such as image data, about the mobilegeo-fencing device or the movable object.

In another example, the restrictions may prevent wireless communicationsof the UAV while the UAV is within the boundaries. In some examples, therestrictions may permit wireless communication but may preventcommunications that may interference with a function of the movableobject and/or the geo-fencing device. While the mobile geo-fencingdevice is moving, the UAV may not be able to use wireless communicationsthat may interfere with the wireless communications of the geo-fencingdevice and/or the movable object. This may be useful to prevent randomUAVs coming into the vicinity of the movable object and interfering witha communication of the movable object and/or the mobile geo-fencingdevice.

Any other type of restriction, as described elsewhere herein, may beapplied to a mobile geo-fencing device.

User Interface

Information about one or more geo-fencing devices may be shown on adisplay device. The device may be a user terminal viewable by the user.The user terminal may also function as a remote controller that may sendone or more operational commands to a UAV. A remote controller may beconfigured to accept user inputs that effect operation of the UAV.Examples of operations of the UAV that may be controlled by the user mayinclude flight, payload operation, payload positioning, carrieroperation, sensor operation, wireless communication, navigation, powerusage, item delivery, or any other operation of the UAV. For instance, auser may control flight of the UAV via the remote controller. The userterminal may receive data from the UAV. The UAV may capture data usingone or more sensors, such as a camera. Images from the camera may beprovided to the user terminal, or data from any other sensor may beprovided to the user terminal. The user terminal may also function as aremote controller that may send one or more commands to a geo-fencingdevice or alter the function of a geo-fencing device. The device may bea display device on a geo-fencing device itself. The geo-fencing devicemay show information about the geo-fencing device and any surroundinggeo-fencing devices. The device may be a display device of an operator(e.g., administrator) of an air control system. The device may be adisplay device of a jurisdictional entity user (e.g., government worker,employee of a government agency) and/or emergency services user (e.g.,police officer, etc.). The device may be a display device that may beseen by any other individual involved in a UAV system.

The display device may include a screen or other type of display. Thescreen may be an LCD screen, CRT screen, plasma screen, LED screen,touchscreen, and/or may use any other technique to display informationknown or displayed later in the art.

FIG. 35 shows an example of a user interface showing information aboutone or more geo-fencing devices, in accordance with an embodiment of theinvention. A display device 3510 may have a screen or other portion thatmay show a user interface 3520 which may display information about oneor more geo-fencing devices. In one example, a map of the geo-fencingdevices 3530 a, 3530 b, 3530 c may be displayed. The user interface mayshow the location of the geo-fencing devices relative to one another.The user interface may show corresponding boundaries 3540 a, 3540 b,3540 c for the geo-fencing devices. A location of a UAV 3550 relative tothe geo-fencing devices may be displayed.

The display device may be a remote device may be used to permit a userto view geo-fencing device information. The information about thelocations of the geo-fencing devices may be gathered from the one ormore geo-fencing devices. The remote device may receive informationdirectly from one or more geo-fencing devices. For example, geo-fencingdevices may transmit a signal about the location of the geo-fencingdevice. Alternatively, the information from the one or more geo-fencingdevices may be provided indirectly to the display device. In oneexample, an air control system, other part of an authentication system,or any other system may collect information about the geo-fencingdevices. For example, an air control system may receive informationabout the location of the geo-fencing devices and may convey theinformation about the geo-fencing devices to the remote device.

The geo-fencing devices may transmit information about the geo-fencingboundaries to the remote device, or to another device or system, such asan air control system. An air control system may receive informationabout the geo-fencing boundaries from the geo-fencing devices and maytransmit the information to the remote device. In other embodiments, thegeo-fencing devices may only transmit the location information, and anair control system or other system may supply information about theboundaries. For example, a geo-fencing device may transmit a geo-fencingdevice location to the air control system, and the air control systemmay determine the boundaries for the geo-fencing device. The air controldevice may then send the information about the boundaries to the remotedevice, along with the location information. In some embodiments, an aircontrol system or other system may generate the boundaries based on thelocation of the geo-fencing device. The location of the boundaries maybe determined in relation to the location of the geo-fencing device. Theair control system may take other factors into account when determiningthe geo-fencing boundaries, such as information about UAVs and/or usersin the proximity of the geo-fencing device, environmental conditions,timing, and/or any other factors.

In some embodiments, the remote device may be a remote controller of aUAV. The UAV that is being controlled by the remote device may be withina proximity of one or more geo-fencing devices. The air control systemor geo-fencing device may detect that the UAV is within a proximity ofthe geo-fencing device. The UAV may make a determination that it iswithin the proximity of the geo-fencing device. The geo-fencingboundaries may be generated based on information about the UAV or theuser operating the UAV. The geo-fencing boundaries may be generated atthe air control system, geo-fencing device, UAV, and/or remotecontroller. The remote device may display information about theboundaries of the geo-fencing devices, which may or may not bespecifically tailored to the UAV.

In one example, the boundaries shown, the boundaries may be tailored toa remote device viewing the boundaries. The boundaries may be tailoredbased on information about a UAV (e.g., UAV identifier, UAV type,activities of the UAV), which may be in communication with the remotedevice. One or more operations of the UAV may be controlled by commandsfrom the remote device. The UAV may send information to the remotedevice about data collected by the UAV. For example, images captured byan image capturing device on-board the UAV may be sent down to theremote device.

When the boundaries are tailored to the remote device, other remotedevices may or may not see the same boundaries as the remote device. Forexample, a first remote device may be in communication with a first UAV,which may be in the proximity of one or more geo-fencing devices. Thefirst remote device may display information about the locations and/orboundaries of the geo-fencing devices. A location of the first UAV maybe displayed in relation to the locations and/or boundaries of thegeo-fencing devices. A second remote device may be in communication witha second UAV, which may be in the proximity of one or more geo-fencingdevices. The second remote device may display information about thelocations and/or boundaries of the geo-fencing devices. A location ofthe second UAV may be displayed in relation to the locations and/orboundaries of the geo-fencing devices. In some instances, informationabout the locations of the geo-fencing devices may be consistent betweenthe first remote device and the second remote device. For instance, forthe same geo-fencing device displayed on both the first and secondremote devices, the same location may be provided. Information about theboundaries for the geo-fencing devices may or may not be consistentbetween the first remote device and the second remote device. Forinstance, the boundaries may show up as the same on the first and secondremote devices. Alternatively, the boundaries may show up as differenton the first and second remote devices. In some instances, theboundaries of the geo-fencing devices may change depending on anidentity of a UAV. The boundaries of the geo-fencing device may changedepending on a UAV type. Thus, the first remote device and the secondremote device may show different boundaries for the same geo-fencingdevice. All of the geo-fencing devices, some of the geo-fencing devices,one of the geo-fencing devices, or none of the geo-fencing devices mayshow different boundaries between the first remote device and the secondremote device.

The first remote device may show a location of the first UAV and asecond remote device may show a location of the second UAV. Thelocations of the first and second UAVs may be different from oneanother. The first remote may or may not show a location of the secondUAV. The second remote may or may not show the location of the firstUAV. A remote device may show a location of a UAV that the remote devicemay correspond to. The remote device may or may not show locations ofother UAVs.

An aspect of the invention is directed to a method of displayinggeo-fencing information for a UAV, said method comprising: receivinggeo-fencing device data comprising (1) a location of at least onegeo-fencing device and (2) one or more geo-fencing boundaries of the atleast one geo-fencing device; providing a display configured to displayinformation to a user; and showing, on the display, a map with (1) thelocation of the at least one geo-fencing device and (2) the one or moregeo-fencing boundaries of the at least one geo-fencing device. A displaydevice may comprise: a communication unit configured to receivegeo-fencing device data comprising (1) a location of at least onegeo-fencing device and (2) one or more geo-fencing boundaries of the atleast one geo-fencing device; a display configured to displayinformation to the user, wherein the display shows a map with (1) thelocation of the at least one geo-fencing device and (2) the one or moregeo-fencing boundaries of the at least one geo-fencing device.

Locations of objects shown on the remote display device may be updatedin real-time. For example, a location of a UAV shown on the remotedevice may be updated in real-time. The location of the UAV may be shownin relation to at least one of the geo-fencing devices. The location ofthe UAV may be updated continuously, periodically (e.g., regular orirregular time intervals), in response to a schedule, or in response toa detected event or condition. In some instances, the location of a UAVon a screen may be updated within less than 15 minutes, 10 minutes, 5minutes, 3 minutes, 2 minutes, 1 minute, 30 seconds, 15 seconds, 10seconds, 5 seconds, 3 seconds, 2 seconds, 1 second, 0.5 seconds, 0.1seconds, 0.05 seconds, or 0.01 seconds of the UAV movement.

In some embodiments, the geo-fencing devices may be stationary. Thelocations of the geo-fencing devices need not be updated, or may beupdated continuously, periodically, in accordance with a schedule, or inresponse to a detected event or condition. In some instances, a user maymove a stationary geo-fencing device. For example, a user may pick up ageo-fencing device, and move it to another location. The updatedlocation may be displayed on the remote device.

Alternatively, the geo-fencing devices may be mobile. The location ofthe geo-fencing device may change. A location of one or more geo-fencingdevices shown on the remote display may be updated in real-time. Thelocation of the one or more geo-fencing devices may be shown relative toone another and/or other features on a map. The location of thegeo-fencing devices may be updated continuously, periodically (e.g.,regular or irregular time intervals), in response to a schedule, or inresponse to a detected event or condition. In some instances, thelocation of a geo-fencing device on a screen may be updated within lessthan 15 minutes, 10 minutes, 5 minutes, 3 minutes, 2 minutes, 1 minute,30 seconds, 15 seconds, 10 seconds, 5 seconds, 3 seconds, 2 seconds, 1second, 0.5 seconds, 0.1 seconds, 0.05 seconds, or 0.01 seconds of thegeo-fencing device movement.

The boundaries of the geo-fencing devices may be substantially static.Display of substantially static geo-fencing device boundaries need notbe updated. Alternatively, the boundaries may be updated continuously,periodically, in accordance with a schedule, or in response to adetected event or condition.

The boundaries of the geo-fencing devices may optionally change overtime. A location of the boundaries shown on the remote display may beupdated in real-time. The location of the one or more geo-fencing deviceboundaries may be shown relative to one another and/or other features ona map. The geo-fencing device boundaries may be updated continuously,periodically (e.g., regular or irregular time intervals), in response toa schedule, or in response to a detected event or condition. In someinstances, the geo-fencing device boundaries shown on a screen may beupdated within less than 15 minutes, 10 minutes, 5 minutes, 3 minutes, 2minutes, 1 minute, 30 seconds, 15 seconds, 10 seconds, 5 seconds, 3seconds, 2 seconds, 1 second, 0.5 seconds, 0.1 seconds, 0.05 seconds, or0.01 seconds of the geo-fencing device boundary change. The geo-fencingdevice boundaries may change in accordance with any number of factors,such as those described elsewhere herein. For instance, theenvironmental conditions may cause a change in the boundaries. Otherfactors, such as UAV information, user information, or timing, may causethe change in the boundaries.

The user interface may optionally show a visual indicator of a type offlight regulation imposed by the at least one geo-fencing device.Different categories of flight regulations may be imposed by thegeo-fencing device. Examples of categories may include, but are notlimited to flight regulation, payload regulation, communicationregulation, power usage/management regulation, regulations about carrieditems, navigation regulations, sensor regulation, or any otherregulation. The visual indicators may visually distinguish differenttypes or categories of flight regulation. Examples of types of visualindicators may include, but may not be limited to words, numbers,symbols, icons, size, images, colors, patterns, highlighting, or anyother visual indicator that may help distinguish different types offlight regulations. For example, different colors may be provided fordifferent types of flight regulations imposed by the at least onegeo-fencing device. For example, a first geo-fencing device or boundarymay have a first color (e.g., red) indicative of a first type of flightregulation (e.g., altitude ceiling), while a second geo-fencing deviceor boundary may have a second color (e.g., green) indicative of a secondtype of flight regulation (e.g., payload usage). In some instances, asingle geo-fencing device may have multiple types of flight regulations.The visual indicators may be indicative of the multiple types covered(e.g., may show a red line and a green line on the boundary to indicatethat both an altitude ceiling and payload usage restriction are inplace). In some embodiments, a region within the boundaries to which theflight regulations apply may be shaded or may have a color indicative offlight regulation type. In some instances, if the regulations apply toone or more restrictions outside the boundaries, the area outside theboundaries may be shaded or colored. For example, a UAV may only bepermitted to operate a payload within a set of boundaries of ageo-fencing device. Then the area outside the boundaries may be shadedindicating that the payload usage is restricted outside the boundariesof the geo-fencing device. Alternatively, the region within theboundaries may be shaded as indicating that the type of regulation iswithin the boundary and only permitting the operation within theboundary.

In some embodiments, a UAV may have a flight trajectory or direction.The trajectory or direction of the UAV may be shown on the userinterface. For example, an arrow or vector may be pointed in thedirection that the UAV is traveling. The visual indicator of UAVdirection or trajectory may or may not be indicative of UAV speed orother movement factors. For example, the indicator may be able tovisually distinguish whether the UAV is traveling at a higher velocityor lower velocity. In one example, a numerical velocity value may bedisplayed. In another example, a longer arrow or vector may correspondwith a greater velocity than a shorter arrow or vector.

Information pertaining to a UAV flight path may be displayed on the userinterface. Optionally, information about the past UAV flight path may bedisplayed. For example a dotted line or other indicator of a path mayshow where the UAV has already traveled. A map may display a line orother indicator of the path that the UAV has already traversed. In someinstances, a future flight path may be displayed on a user interface. Insome instances, a UAV may have a predetermined or semi-predeterminedflight plan. The flight plan may include a projected future flight path.The projected flight path may be displayed on the user interface. Forexample, a line or other indicator of a path may be shown where the UAVis projected to travel. The future flight path may be altered or updatedin real-time. The future flight path may be updated and/or displayedcontinuously, periodically (e.g., at regular or irregular intervals), inaccordance with a schedule. In some instances, the future flight pathshown on a screen may be updated within less than 15 minutes, 10minutes, 5 minutes, 3 minutes, 2 minutes, 1 minute, 30 seconds, 15seconds, 10 seconds, 5 seconds, 3 seconds, 2 seconds, 1 second, 0.5seconds, 0.1 seconds, 0.05 seconds, or 0.01 seconds of an alteration tothe future flight path.

A priority level for the geo-fencing devices may be displayed on theuser interface. A visual indicator may permit visual differentiationbetween different levels of priorities for the geo-fencing devices. Forexample, a size or shape of an icon may be indicative of a prioritylevel for the geo-fencing device. A color of an icon may be indicativeof a priority level for the geo-fencing device. A label, such as a wordor numerical value may be provided by the geo-fencing device which maybe indicative of the priority level of the geo-fencing device. In someinstances, the priority level may normally not be visually displayed.However, when a user selects the geo-fencing device or brings a mouseover a geo-fencing device, the information may be displayed.

The remote display device may be configured to receive a user input. Inone example, the display device may have a touchscreen that may registera user input when the user touches the screen, or swipes the screen. Thedevice may have any other type user interactive component, such as abutton, mouse, joystick, trackball, touchpad, pen, inertial sensors,image capturing device, motion capture device, or microphone.

The user input may affect operation of a UAV or a geo-fencing device.Examples of UAV operations that may be affected by a user input mayinclude UAV powering on or off, UAV flight path, UAV take-off, UAVlanding, UAV destination or waypoint, UAV flight mode (e.g., autonomous,semi-autonomous or manual; or along a predetermined path,semi-predetermined path, or real-time path).

The user input may affect operation of a geo-fencing device. The userinput may affect location of the geo-fencing device and/or a boundary ofthe geo-fencing device. The user input may affect a set of flightregulations associated with the geo-fencing device. For instance, theuser input may affect one or more restrictions imposed by thegeo-fencing device. The user input may affect a priority level of thegeo-fencing device.

An aspect of the invention is directed to a method of controlling ageo-fencing device, said method comprising: receiving data pertaining toat least one geo-fencing device; providing a display configured to showgeo-fencing device information to a user based on the received datapertaining to the at least one geo-fencing device; receiving a userinput that affects operation of the at least one geo-fencing device; andconveying, with aid of a transmitter, one or more signal that affectsthe operation of the at least one geo-fencing device in accordance withthe user input. A display device may comprise: a receiver configured toreceive data pertaining to at least one geo-fencing device; a displayconfigured to show geo-fencing device information to a user based on thereceived data pertaining to the at least one geo-fencing device; one ormore processors individually or collectively configured to receive auser input that affects operation of the at least one geo-fencingdevice; and a transmitter configured to convey one or more signal thataffects the operation of the at least one geo-fencing device inaccordance with the user input.

FIG. 43 provides an example of a device that may accept a user input tocontrol one or more geo-fencing devices, in accordance with anembodiment of the invention. A system may comprise one or more remotedevice 4310. The system may also comprise one or more geo-fencingdevices 4320 a, 4320 b, 4320 c. The geo-fencing devices may optionallycommunicate with an air control system 4330, another part of anauthentication system, or any other system or device. Alternatively, thegeo-fencing devices may communicate directly with the remote device. Theremote device may comprise a user interface on a display 4315. The usermay interface may show information pertaining to the geo-fencingdevices. In one example, a map 4340 may show information locationinformation pertaining to the geo-fencing devices. Optionally a listformat, chart format, or any other format may be provided of theinvention. In some embodiments, one or more additional regions 4360 maybe provided. The regions may include tools or options pertaining tocontrol of the one or more geo-fencing devices. In some instances, auser may interact directly with the user interface 4350 to control thegeo-fencing devices.

In some embodiments, one-way or two-way communications may be providedbetween geo-fencing devices and an air control system, or other system.For instance, the geo-fencing devices may provide location informationor other information about the geo-fencing devices to the air controlsystem. The air control system may relay one or more instructions to thegeo-fencing devices (e.g., about whether to change location, changeboundaries, change priorities, change flight restrictions, etc.). Theair control system, or other system, may have one-way or two-waycommunications with the remote display device. Information about thegeo-fencing devices (e.g., geo-fencing device location, boundary) may betransmitted from the air control system to the remote display device. Insome embodiments, information about one or more user input to thedisplay device may be provided to the air control system. For instance,the user may provide an input to affect the operation of the geo-fencingdevices, which may be transmitted to the air control system, which mayin turn transmit the instructions to the corresponding geo-fencingdevices. In other embodiments, directly communications may be providedbetween the geo-fencing devices and the remote display device. Thegeo-fencing devices may directly provide information about thegeo-fencing devices, at least some of which may be displayed on theremote display device. The remote display device may receive a userinput that affects the operation of the at least one geo-fencingdevices, and the instructions to affect the operation of the at leastone geo-fencing device may be conveyed to the corresponding geo-fencingdevice.

The user input may affect operation of a geo-fencing device. The userinput may affect location of the geo-fencing device. In someembodiments, a geo-fencing device may be a mobile geo-fencing device.The user may provide an input that may affect movement of thegeo-fencing device. For instance, the user input may indicate that themobile geo-fencing device is to move to a new location. The user inputmay affect a geo-fencing device that is currently not moving.Alternatively, the user input may affect a geo-fencing device while thegeo-fencing device is in motion. The user input may be indicative of adestination or waypoint for the geo-fencing device. For example, a usermay type out coordinates for a destination or waypoint for thegeo-fencing device. In another example, a user may click and drag ageo-fencing device from a current location to a desired destination on amap. In another example, a user may use a fingerswipe to pick up andmove the geo-fencing device to a new desired location the map. The userinput may be indicative of a path for the geo-fencing device. A user maytrace out a desired path for the geo-fencing device with the user'sfinger. The user may enter one or more parameters for the path of thegeo-fencing device (e.g., specify that the geo-fencing device shouldtake a shortest path possible to a desired destination etc., specifywhether there are any constraints to the path, such as altituderestrictions, no fly zones, land or water-based infrastructure that thegeo-fencing device should follow). The user input may set one or moreparameters for movement of the geo-fencing device. For example, the userinput may be indicative of translational velocity, angular velocity,translational acceleration, or angular acceleration of the geo-fencingdevice. A maximum or minimum velocity or acceleration of any form may beprovided.

The user input may affect a boundary of the geo-fencing device. One ormore geo-fencing boundaries of at least one geo-fencing device may beaffected by a user input. The user input may affect size and/or shape ofthe geo-fencing device boundary. In one example, a user may typo out aset of coordinates and/or geometric parameters (e.g., radius) for thedesired boundaries of the geo-fencing device. The user may trace out adesired geo-fencing device using the user's finger 4350 or a pointer.The traced out boundary may be free-handed or may use one or more shapetemplates. The user may select an existing boundary and drag and dropthe boundary to alter the boundary's size. The user may drag and drop aportion of the boundary to stretch the boundary or alter the boundary'sshape. The updated geo-fencing boundary information may be shown inreal-time. For example, updated boundary information may be shown on thedisplay based on the user input. In some instances, each geo-fencingdevice may have a default boundary. Alternatively, initially, a boundarymay be undefined. A user may be able to alter a default boundary orenter in a new boundary for an undefined boundary.

The user input may affect a set of flight regulations associated withthe geo-fencing device. For instance, the user input may affect one ormore restrictions imposed by the geo-fencing device. In some instances,the user may interact with the map 4340 to enter or alter a flightrestriction. In other instances, the user may interact with one or moreother regions 4360 to enter or alter a flight restriction. A user mayselect a geo-fencing device for which the user wishes to enter or altera flight restriction. In some instances, a user may select one or moreflight restrictions from a plurality of available flight restrictions,for the selected geo-fencing device. The user may enter one or morevalues that may be specified for the flight restriction. For example, auser may select that the flight restriction for a geo-fencing device mayinclude an altitude floor and a maximum velocity. The user may thenenter a value for the altitude floor and a value for the maximumvelocity. In other instances, the users may specify or generate theflight restrictions without selecting from pre-existing options. In someinstances, each geo-fencing device may have a default associated flightrestriction. Alternatively, initially, the set of flight restrictionsmay be undefined. A user may be able to alter a default set of flightrestrictions or enter in new flight restrictions for an undefineddevice. Thus, a user may be able to program one or more sets of flightregulations for the geo-fencing device from a remote location. A usermay be able to update a set of flight regulations for the geo-fencingdevice from a remote location. The user may be able to program indifferent sets of flight regulations for the geo-fencing device fordifferent conditions. For example, a user may be able to specify that afirst set of flight regulations are provided to UAVs of a first typewhile a second set of flight regulations are provided to UAVs of asecond type when they encounter the geo-fencing device. The user may beable to program in that a first set of flight regulations will providedwhen a UAV encounters the geo-fencing device under a first set ofenvironmental conditions, while a second set of flight regulations willbe provided to a UAV that encounters the geo-fencing device under asecond set of environmental conditions. A user may also program that afirst set of flight regulations will provided when a UAV encounters thegeo-fencing device at a first time, while a second set of flightregulations will be provided to a UAV that encounters the geo-fencingdevice at a second time. A user may be able to program any type ofcondition or combination of conditions that may yield various flightregulations.

The user input may affect a priority level of the geo-fencing device.For example, the user may specify that the geo-fencing device has a highpriority, moderate priority, or low priority. The user may specify apriority level value for the device. Any other type of priority, asdescribed elsewhere herein may be defined by the user. In someinstances, the geo-fencing device may have a default priority level.Alternatively, initially, the priority level of the geo-fencing devicemay be undefined. A user may be able to alter a default priority level,or enter a new priority level for an undefined device. A user may beable to specify any available priority level for the geo-fencing device.Alternatively, a user may have limited flexibility or freedom to enterthe priority level of the geo-fencing device. For instance, certainlevels of priorities may be reserved for official government oremergency services geo-fencing devices. Regular private users may or maynot be able to achieve the highest priority levels for privategeo-fencing devices. In some instances, beyond a threshold priority, anair control system operator administrator may need to approve a higherpriority. For instance, a private user may request a high level ofpriority. The air control system may approve or reject the request forthe high level of priority. In some instances, a government entity, suchas a government agency, may approve or reject the request for the highlevel of priority.

Thus, a user may advantageously provide input that may control operationof one or more geo-fencing devices. The user may provide input via aremote device. Thus, the user need not physically be in the geo-fencingdevice's presence to control the geo-fencing device. In some instances,the users may choose to be in the proximity of the geo-fencing device,or may choose to be away from the geo-fencing device. A user controllingoperation of the geo-fencing device may be an owner or operator of thegeo-fencing device. An individual operating a geo-fencing device may beseparate from an individual controlling a UAV that may encounter thegeo-fencing device, or may be the same user.

In other embodiments, the user may interact directly with thegeo-fencing device. The user may provide a manual input to thegeo-fencing device that may control operations of the geo-fencingdevice. The user input may also control operations of other geo-fencingdevices in the vicinity of the geo-fencing device. For instance, a setof flight regulations for the geo-fencing device may be manually updatedusing a user interface on-board the geo-fencing device. Otheroperational features of the geo-fencing device, such as boundaries ofthe geo-fencing device, or priority level of the geo-fencing device maybe updated manually using a user interface on-board the geo-fencingdevice.

Any functions described elsewhere herein for controlling operation ofthe geo-fencing device (e.g., via a remote controller) may also beapplied to a user interface on-board the geo-fencing device. Anydescription herein of data shown by a user interface may also be appliedto a user interface on-board the geo-fencing device. In one example, thegeo-fencing device may have a screen and/or buttons that a user mayinteract with to control operation of the geo-fencing device and/or viewlocal data.

Geo-Fencing Device Software Application

A user may have a device that performs various functions. The device mayalready be in existence in the user's possession. For instance, thedevice may be a computer (e.g., personal computer, laptop computer,server), mobile device (e.g., smartphone, cellular phone, tablet,personal digital assistant), or any other type of device. The device maybe a network device capable of communicating over a network. The devicecomprise one or more memory storage units which may includenon-transitory computer readable medium which may store code, logic orinstructions for performing one or more steps described elsewhereherein. The device may include one or more processors that mayindividually or collectively execute one or more steps in accordancewith the code, logic, or instructions of the non-transitory computerreadable medium as described herein. For instance, the user may use thedevice to communicate (e.g., make phone calls, send or receive images,videos, or texts, send or receive emails). The device may have a browserthat may permit a user to access the Internet or browse the web.

A device may become a geo-fencing device when the device provides areference point for a set of boundaries associated with a set of flightregulations. In some instances, the device may be a geo-fencing devicewhen a geo-fencing software or application is operating on the devicethat may provide the location of the device as a reference point for aset of boundaries associated with a set of flight regulations. Thedevice may have a locator that may provide the location of thegeo-fencing device. For instance, locations of smartphones, laptops,and/or tablets or other mobile devices may be determined. The device maybe a relatively mobile device (e.g., smartphone, cell phone, tablet,personal digital assistant, laptop). Any description herein of a mobiledevice may apply to any other type of device.

A geo-fencing application may be downloaded to a mobile device. Themobile device may make a request for a mobile device from a system. Insome instances, the system may be an air control system, anothercomponent of an authentication system, or any other system. The systemmay provide the mobile application to the mobile device. The geo-fencingapplication may collect the location of the mobile device from thelocator of the mobile device. For example, if a smartphone already has alocator, the geo-fencing application may use the information from thesmartphone locator to determine the location of the geo-fencing device.The application may provide the air control system (or any other system)with a location of the mobile device. The application may optionallyprovide a UAV with the location of the geo-fencing device. The mobiledevice may be converted to a geo-fencing device (which may have any ofthe qualities or characteristics of geo-fencing devices describedelsewhere herein) by the geo-fencing application. In some instances, thegeo-fencing application will be activated or running to have the mobiledevice function as the geo-fencing device.

Optionally, when the geo-fencing application is downloaded, the mobiledevice may be registered with a geo-fencing system. For instance, themobile device may be registered as a geo-fencing device with anauthentication system. The user may be able to specify a username and/orpassword, or other information that may be used to later authenticatethe geo-fencing device or a user of the geo-fencing device. The mobiledevice may have a unique identifier that may distinguish the mobiledevice from other devices. The unique identifier may be received via themobile application and/or generated by the mobile application. Anyauthentication procedures, as described elsewhere herein may beprovided.

In some embodiments, a system may receive the location of thegeo-fencing device. The system may be an air control system, or anyother system. The system may be owned or operated by the same entitythat may provide the geo-fencing mobile application to the mobiledevice. Alternatively, the system may be owned or operated by adifferent entity from the entity that may provide the geo-fencingapplication to the mobile device. Any description herein of an aircontrol system may also apply to any other entity described elsewhereherein. The location of the mobile device may be known and may be usedto determine boundaries that may be associated with a set of flightregulations. The location of the mobile device may provide a referencefor the set of flight regulations. The location of the boundaries mayuse the location of the mobile device as a reference. For instance, ifthe mobile device were to move, the location of the boundaries may beupdated accordingly to move with the mobile device. The locations of themobile devices may be leveraged to provide a reference point as ageo-fencing device.

The set of flight regulations may be generated on-board the air controlsystem. The set of flight regulations may be generated based on thelocation from the mobile device provided via the geo-fencing mobileapplication. The set of flight regulations may be generated when a UAVenters within a predetermined range of the mobile device. In someembodiments, the air control system may receive the location of the UAV.The location of the UAV may be compared with the location of the mobiledevice to determine whether the UAV has entered within the predeterminedrange. The set of flight regulations may be generated considering anyfactors or conditions, as described elsewhere herein (e.g., UAVinformation, user information, environmental conditions, timing). Themobile device may provide information that may function as a factor orcondition, or other external data sources may be provided. For instanceinformation collected using other mobile applications of the mobiledevice may be leveraged to determine the set of flight regulations. Forexample, the mobile device may have a weather app that may beoperational and collecting information about weather local to the mobiledevice. Such information may be provided to determine a localenvironmental condition of the mobile device. In another example, themobile device may have a local clock that may determine the time.Similarly, the mobile device may have access to a user's calendar. Themobile device user's calendar may be considered when determining the setof flight regulations.

The set of flight regulations may then be transmitted to a UAV. The setof flight regulations may be transmitted to the geo-fencing device whichmay then transmit the set of flight regulations to the UAV. The UAV mayoperate in accordance with the set of flight regulations.

In some embodiments, the set of flight regulations may be generatedon-board the mobile device. The set of flight regulations may begenerated leveraging information from the mobile device (e.g., locationof the mobile device, information from other mobile applications of themobile device). The mobile device may receive information when a UAV iswithin a predetermined range of the mobile device. For instance, themobile device may communicate with the UAV and receive a location of theUAV. The mobile device may compare the location of the UAV with thelocation of the mobile device to determine when the UAV is within thepredetermined range of the mobile device. In other instances, the mobiledevice may receive the UAV location from an air control system. The aircontrol system may track locations of various UAVs and send informationto the mobile device. The air control system may also send otherinformation pertaining to the UAV or user of the UAV.

The mobile device may or may not send the set of flight regulations tothe air control system. In some instances, the mobile device may sendthe set of flight regulations directly to the UAV. The mobile device maycommunicate with the air control system and/or the UAV via the mobileapplication. Any combinations of types of communications, as describedelsewhere herein for geo-fencing devices, may be applied as well, whenthe geo-fencing device is a mobile device with a mobile application asdescribed.

The mobile application may also show a user interface to a user of thedevice. The user may interact with the user interface. The userinterface may show information about various geo-fencing devices and/orassociated boundaries in the area as described elsewhere herein. Theuser interface may show a location of a UAV. The user interface may showa path taken or to be taken by the UAV or a travel trajectory. The userinterface may show information about flight regulations associated withthe geo-fencing devices. The mobile application user interface may showany in formation as described elsewhere herein.

The user may interact with the user interface provided by the mobileapplication to control operation of the geo-fencing device. Any type ofoperational input, as described elsewhere herein may be provided. Forinstance, the user may provide one or more parameters for a set offlight regulations. The user may provide boundaries for the set offlight regulations, relative to the location of the mobile device. Theuser may specify types of flight restrictions and/or values for variousflight restriction metrics. The user may specify a priority of thegeo-fencing mobile device. The parameters set by the user may beconsidered when generating the set of flight regulations. The set offlight regulations may be generated on-board the air control system oron-board the mobile device, and may be generated based on the parametersfrom the user. Thus, the mobile application which may be used to allowthe mobile device to function as a geo-fencing device may also provideinformation about the geo-fencing device and/or other geo-fencingdevices, and/or allow a user to control operation of the geo-fencingdevice.

Geo-Fencing Device Network

As previously discussed, geo-fencing devices may communicate with oneanother. In some embodiments, geo-fencing devices may communicate withone another via direct communications, or via indirect communications.Various types of communications, as described elsewhere herein, may beprovided between geo-fencing devices.

In some embodiments, a geo-fencing device may have information on-boardthe geo-fencing device. The geo-fencing device information may includeinformation about a location of the geo-fencing device, boundaries ofthe geo-fencing device, flight regulations associated with thegeo-fencing device, priority level of the geo-fencing device, and/oridentity information of the geo-fencing device (e.g., geo-fencing devicetype or geo-fencing device identifier). The geo-fencing device maycollect data using one or more input element. The input element may be acommunication module, a sensor, or any other type of element that may becapable of collecting information. For example, the input element maysense a UAV that may be within a predetermined geographic range of thegeo-fencing device. Information about the UAV may be ascertained throughthe input element. For instance, the geo-fencing device may be able todetermine a location of the UAV, movement of the UAV, identityinformation of the UAV (e.g., UAV type or UAV identifier), physicalcharacteristics of the UAV, power level of the UAV, or any otherinformation pertaining to the UAV. In another example, the input elementmay collect environmental conditions (e.g., environmental climate,environmental complexity, traffic, or population density). For instance,the input element may collect information about local wind speed anddirection, and local air traffic.

Any information on-board the geo-fencing device may be shared with othergeo-fencing devices. In some embodiments, the geo-fencing device mayshare the information about the geo-fencing device and/or any collectedinformation. The geo-fencing devices may share with other geo-fencingdevices that are within a physical range of the geo-fencing device.Alternatively, the geo-fencing device may share information with othergeo-fencing devices without regard to the physical range of the othergeo-fencing devices. In addition to sending information to the othergeo-fencing devices, the geo-fencing device may receive information fromthe other geo-fencing devices. In some instances, the geo-fencing devicemay receive information from other geo-fencing devices within a physicalrange of the geo-fencing device. Alternatively, the geo-fencing devicemay receive information from other geo-fencing devices without regard tothe physical range of the other geo-fencing devices. Geo-fencing devicesmay also share with other geo-fencing devices information that theyreceived from other geo-fencing devices. For example, a firstgeo-fencing device may share with a second geo-fencing device,information that the first geo-fencing device received from a thirdgeo-fencing device. Similarly, the first geo-fencing device may sharewith the third geo-fencing device, information that the firstgeo-fencing device received from the second geo-fencing device. Thus,information collected by various geo-fencing devices may be leveraged byother geo-fencing devices. The collective knowledge of multiplegeo-fencing devices may be greater than the knowledge of individualgeo-fencing devices separately.

Thus, geo-fencing devices may form a network that may share informationwith one another. Geo-fencing devices may create and/or store a localmap of the geo-fencing device. The local map may include informationabout the location of the geo-fencing device. The local map may includeinformation about the location of geo-fencing devices within a physicalrange of the geo-fencing device. The location of the other geo-fencingdevices may be received by the geo-fencing device from the othergeo-fencing devices. The location of the geo-fencing devices may besensed using one or more input element on-board the geo-fencing device.The local map may include information about the location of one or moreUAVs within a physical range of the geo-fencing device. The informationabout the UAVs may be collected using one or more input elements of thegeo-fencing device or may be received from the UAVs or other geo-fencingdevices. The local map may include environmental conditions within aphysical range of the geo-fencing device. In some instances, eachgeo-fencing device of the geo-fencing device network may have a localmap. In some embodiments, one or more of the geo-fencing devices mayhave a local map. The information of the local maps from multiplegeo-fencing devices may be shared or combined to form a larger or morecomplete map.

The geo-fencing devices may share information. The geo-fencing devicesmay share information directly with one another (e.g., in a P2P fashion)or with aid of an additional entity. The additional entity may serve asa repository for the information. In some embodiments, a memory storagesystem and/or air control system may be used as a repository forinformation that may be shared between different geo-fencing devices.

In some embodiments, UAVs may share information with geo-fencing devicesand vice versa. For example, UAVs may collect environmental conditioninformation that they may share with other geo-fencing devices. Forinstance, the UAV may detect precipitation and information localgeo-fencing devices. Similarly, geo-fencing devices may shareinformation with UAVs. For instance, geo-fencing device may collectenvironmental condition information that they may share with the UAVs.The geo-fencing device may collect information about local air trafficthat the geo-fencing device may share with the UAVs.

Geo-Fencing Examples

The following provide some examples of how a UAV system, including anauthentication system and/or geo-fencing devices may be utilized. Suchexamples are some illustrations of how the system may be applied, andare not limiting.

Example 1: Geo Fencing Device for Privacy

As the number of UAVs in the airspace increase, private individuals maywish to retain control over their own residences and retain someprivacy. If a UAV with a camera flies above an individual's home, theUAV may be able to capture images of the home, which may include theuser's private yard or roof. UAVs flying near the home may also createnoise pollution. In some embodiments, when novice users are operatingthe UAVs, the UAVs risk crashing into an individual's home, or runninginto people at the user's home, risking injury or damage.

It may be desirable for the individuals to be able to prevent UAVs fromentering a private space that they exert control over. For instance, theindividuals may wish to exclude outside UAVs from their home orproperty. The individuals may wish to exclude the UAVs from a home theyown, or that they are renting or subletting. Generally, it may bechallenging to do so, as other people may be flying the UAVs, and maynot even be aware of the wishes of the individuals, or may not havesufficient skill level to retain control over the UAVs to prevent themfrom wandering into an airspace over a private residence.

The individuals may be able to acquire geo-fencing devices that mayprevent the UAVs from coming into their residential space. In someinstances, an individual may purchase a geo-fencing device or receive itfor free. The individual may place the geo-fencing device in the areawhere the individual wishes to exclude UAVs.

FIG. 44 provides an illustration of how geo-fencing devices may be usedwith private residence to restrict usage of UAVs. For example, Person A4410 a may purchase a geo-fencing device 4420 a. Person A may place thegeo-fencing device somewhere within Person A's property. For example,the geo-fencing device may be affixed to Person A's residence. Thegeo-fencing device may provide a geo-fencing boundary 4430 a withinwhich a UAV may not enter. The boundary may be within Person A'sproperty. The boundary may be at Person A's property line. The boundarymay be outside Person A's property. The boundary may prevent the UAVfrom entering Person A's property, or flying above Person A's property.The boundary may prevent all privately owned UAVs from entering PersonA's airspace. Even if an operator of the UAV sends a command for the UAVto enter Person A's airspace, the UAV may not respond and may beprevented from entering Person A's airspace. A UAV flight path mayautomatically be altered to prevent the UAV from entering Person A'sairspace. Thus, Person A may be able to enjoy Person A's residencewithout worrying about whether UAVs will be entering Person A'sairspace.

Some individuals may not have a local geo-fencing device. For examplePerson B may not mind if UAVs enter Person B's airspace. Person B maynot have a geo-fencing device. Person B may not have any boundaries thatmay prevent UAVs from passing. Thus, UAVs 4440 may be found in PersonB's airspace.

Person C may be concerned about privacy but may not mind having airtraffic above Person C's property. Person C may acquire a geo-fencingdevice 4420 c. Person C may place the geo-fencing device somewherewithin Person C's property. For example, the geo-fencing device may beaffixed to Person C's residence. The geo-fencing device may provide ageo-fencing boundary 4430 c. Person C's geo-fencing device may permitUAVs to fly within the boundaries, but may prevent operation of cameraswithin the boundaries. The boundary may be within Person C's property,may be at Person C's property line, or may be outside Person C'sproperty. The boundary may prevent all privately owned UAVs from takingpictures while within Person C's airspace. Even if an operator of a UAVsends a command for the UAV to use an on-board camera to recordinformation about Person C's residence, the camera of the UAV may beautomatically powered off, or may not be permitted to store or streamany images. Thus, Person C may be able to enjoy Person C's residencewithout worrying about whether UAVs will be capturing images of PersonC's property, or from within Person C's airspace.

A geo-fencing device may be programmable so that an individual that ownsor operates the geo-fencing device may be able alter the restrictionsassociated with the geo-fencing device. If Person C later decides thatPerson C no longer wishes to permit UAVs to fly over Person C'sproperty, Person C may update the geo-fencing device to no longer permitUAVs to fly over Person C's property, similar to Person A's device.

Any number of private individuals may be able to acquire geo-fencingdevices to exert control over their residences. A resident mayeffectively be opting out from letting UAVs enter their airspace orperform certain functions within their airspace by providing ageo-fencing device. In one example, a geo-fencing device may be affixedto an individual's roof, wall, fence, ground, garage, or any otherportion of the individual's residence. The geo-fencing device may beoutside, or may be inside the residence. The geo-fencing device may bedetectable by the UAV, may be able to detect the UAV when the UAV isnearing the individual's airspace, or may have a location that may beconveyed to an air control system. Control over UAVs within the regionmay be exerted that may prevent the UAVs from acting in contradiction toa set of flight regulations associated with the geo-fencing device.

Example 2: Geo-Fencing Device for Containment

As an increasing number of novice UAV users attempt to fly UAVs the riskof UAV crashes or accidents may become higher. In some embodiments,novice UAV users may be concerned about the UAVs drifting out ofcontrolling and crashing in a region where the users may not be able torecover the UAVs. For example, if a UAV is in a region near a body ofwater, the user may be worried about the UAV drifting over the body ofwater and being damaged when crashing into the body of water. In anotherexample, the user may be worried about flying the UAV on the user'sproperty and inadvertently causing the UAVs to fly into the neighbor'syard, or other area where the UAV may be inaccessible, and crashing.

It may be desirable for the users to be able to fly the UAV, but remainassured that the UAV will remain within a particular region. Forinstance, the individuals may wish to practice manually flying the UAV,but not permit the UAV to go too far, or out of sight. The user may wishto practice manually flying the UAV while reducing a risk that the UAVwill be damaged or in an unrecoverable area.

The users may be able to acquire geo-fencing devices that may keep theUAV confined to a known region. In some instances, a user may purchase ageo-fencing device or receive it for free. The individual may place thegeo-fencing device in the area where the user wishes to contain UAVs.

FIG. 45 provides illustrations of how geo-fencing devices may be usedfor containment of UAVs. Scenario A illustrates a situation where a user4510 a of a UAV 4520 a may be at the user's residence. A geo-fencingdevice 4530 a may be provided at the user's residence. The geo-fencingdevice may have an associated boundary 4540 a. The UAV may be restrictedso that UAV is only permitted to fly within the boundaries. The user maybe able to manually control flight of the UAV within the boundaries.When the UAV nears the boundaries, flight of the UAV may be taken overfrom the operator to prevent the UAV from exiting the region. Thetakeover may cause the UAV to hover until the user provides an inputthat brings the UAV away from the boundary, may cause the UAV toautomatically turn around, may cause the UAV to land within the region,or return to a starting point. The boundaries may prevent the UAV fromentering the property of a user's neighbor 4150 b. Thus, the user doesnot need to worry about the UAV accidentally entering the neighbor'syard and having to disturb the neighbor to get the UAV, or worry aboutpotentially damaging objects in the neighbor's yard or injuring theneighbor.

Scenario B illustrates a situation where a user 4510 c may be flying aUAV 4520 c in an outdoor environment. A geo-fencing device 4530 c may beprovided in the environment. An associated boundary 4540 c may beprovided around the geo-fencing device. In some instances, thegeo-fencing device may be portable. For instance, a user may pick up thegeo-fencing device from the user's home and take it to a local parkwhere the user wishes to practice flying a UAV. The geo-fencing devicemay be positioned so that one or more possible traps or obstructions maybe outside the boundary. For example, a body of water 4550 or a tree4560 may be outside the boundary. Then, the user may be able to practiceflying the UAV without worrying about the UAV hitting the tree orfalling into the water.

In some embodiments, the geo-fencing device may be picked up and carriedby a user from location to location. In another example, the user maywear the geo-fencing device or carry the geo-fencing device in theuser's pocket. Thus, a user may operate the UAV so that the UAV remainswithin the boundary which may be around the user carrying thegeo-fencing device. The user may walk around flying the UAV. Thegeo-fencing device may move with the user when worn by the user orcarried in the user's pocket. Thus, the boundaries of the UAV may travelwith the user as the user walks around. The UAV may remain within theproximity of the user, but may move with the user as the user walksaround.

The systems, devices, and methods described herein can be applied to awide variety of objects, including movable objects and stationaryobjects. As previously mentioned, any description herein of an aerialvehicle, such as a UAV, may apply to and be used for any movable object.Any description herein of an aerial vehicle may apply specifically toUAVs. A movable object of the present invention can be configured tomove within any suitable environment, such as in air (e.g., a fixed-wingaircraft, a rotary-wing aircraft, or an aircraft having neither fixedwings nor rotary wings), in water (e.g., a ship or a submarine), onground (e.g., a motor vehicle, such as a car, truck, bus, van,motorcycle, bicycle; a movable structure or frame such as a stick,fishing pole; or a train), under the ground (e.g., a subway), in space(e.g., a spaceplane, a satellite, or a probe), or any combination ofthese environments. The movable object can be a vehicle, such as avehicle described elsewhere herein. In some embodiments, the movableobject can be carried by a living subject, or take off from a livingsubject, such as a human or an animal. Suitable animals can includeavines, canines, felines, equines, bovines, ovines, porcines, delphines,rodents, or insects.

The movable object may be capable of moving freely within theenvironment with respect to six degrees of freedom (e.g., three degreesof freedom in translation and three degrees of freedom in rotation).Alternatively, the movement of the movable object can be constrainedwith respect to one or more degrees of freedom, such as by apredetermined path, track, or orientation. The movement can be actuatedby any suitable actuation mechanism, such as an engine or a motor. Theactuation mechanism of the movable object can be powered by any suitableenergy source, such as electrical energy, magnetic energy, solar energy,wind energy, gravitational energy, chemical energy, nuclear energy, orany suitable combination thereof. The movable object may beself-propelled via a propulsion system, as described elsewhere herein.The propulsion system may optionally run on an energy source, such aselectrical energy, magnetic energy, solar energy, wind energy,gravitational energy, chemical energy, nuclear energy, or any suitablecombination thereof. Alternatively, the movable object may be carried bya living being.

In some instances, the movable object can be an aerial vehicle. Forexample, aerial vehicles may be fixed-wing aircraft (e.g., airplane,gliders), rotary-wing aircraft (e.g., helicopters, rotorcraft), aircrafthaving both fixed wings and rotary wings, or aircraft having neither(e.g., blimps, hot air balloons). An aerial vehicle can beself-propelled, such as self-propelled through the air. A self-propelledaerial vehicle can utilize a propulsion system, such as a propulsionsystem including one or more engines, motors, wheels, axles, magnets,rotors, propellers, blades, nozzles, or any suitable combinationthereof. In some instances, the propulsion system can be used to enablethe movable object to take off from a surface, land on a surface,maintain its current position and/or orientation (e.g., hover), changeorientation, and/or change position.

The movable object can be controlled remotely by a user or controlledlocally by an occupant within or on the movable object. The movableobject may be controlled remotely via an occupant within a separatevehicle. In some embodiments, the movable object is an unmanned movableobject, such as a UAV. An unmanned movable object, such as a UAV, maynot have an occupant onboard the movable object. The movable object canbe controlled by a human or an autonomous control system (e.g., acomputer control system), or any suitable combination thereof. Themovable object can be an autonomous or semi-autonomous robot, such as arobot configured with an artificial intelligence.

The movable object can have any suitable size and/or dimensions. In someembodiments, the movable object may be of a size and/or dimensions tohave a human occupant within or on the vehicle. Alternatively, themovable object may be of size and/or dimensions smaller than thatcapable of having a human occupant within or on the vehicle. The movableobject may be of a size and/or dimensions suitable for being lifted orcarried by a human. Alternatively, the movable object may be larger thana size and/or dimensions suitable for being lifted or carried by ahuman. In some instances, the movable object may have a maximumdimension (e.g., length, width, height, diameter, diagonal) of less thanor equal to about: 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m. Themaximum dimension may be greater than or equal to about: 2 cm, 5 cm, 10cm, 50 cm, 1 m, 2 m, 5 m, or 10 m. For example, the distance betweenshafts of opposite rotors of the movable object may be less than orequal to about: 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m.Alternatively, the distance between shafts of opposite rotors may begreater than or equal to about: 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m,or 10 m.

In some embodiments, the movable object may have a volume of less than100 cm×100 cm×100 cm, less than 50 cm×50 cm×30 cm, or less than 5 cm×5cm×3 cm. The total volume of the movable object may be less than orequal to about: 1 cm³, 2 cm³, 5 cm³, 10 cm³, 20 cm³, 30 cm³, 40 cm³, 50cm³, 60 cm³, 70 cm³, 80 cm³, 90 cm³, 100 cm³, 150 cm³, 200 cm³, 300 cm,500 cm³, 750 cm³, 1000 cm³, 5000 cm³, 10,000 cm³, 100,000 cm³, 1 m³, or10 m³. Conversely, the total volume of the movable object may be greaterthan or equal to about: 1 cm³, 2 cm³, 5 cm³, 10 cm³, 20 cm³, 30 cm³, 40cm³, 50 cm³, 60 cm³, 70 cm³, 80 cm³, 90 cm³, 100 cm³, 150 cm³, 200 cm,300 cm³, 500 cm³, 750 cm³, 1000 cm³, 5000 cm³, 10,000 cm³, 100,000 cm³,1 m³, or 10 m³.

In some embodiments, the movable object may have a footprint (which mayrefer to the lateral cross-sectional area encompassed by the movableobject) less than or equal to about: 32,000 cm², 20,000 cm², 10,000 cm²,1,000 cm², 500 cm², 100 cm², 50 cm², 10 cm², or 5 cm². Conversely, thefootprint may be greater than or equal to about: 32,000 cm², 20,000 cm²,10,000 cm², 1,000 cm², 500 cm², 100 cm², 50 cm², 10 cm², or 5 cm².

In some instances, the movable object may weigh no more than 1000 kg.The weight of the movable object may be less than or equal to about:1000 kg, 750 kg, 500 kg, 200 kg, 150 kg, 100 kg, 80 kg, 70 kg, 60 kg, 50kg, 45 kg, 40 kg, 35 kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10 kg, 9 kg,8 kg, 7 kg, 6 kg, 5 kg, 4 kg, 3 kg, 2 kg, 1 kg, 0.5 kg, 0.1 kg, 0.05 kg,or 0.01 kg. Conversely, the weight may be greater than or equal toabout: 1000 kg, 750 kg, 500 kg, 200 kg, 150 kg, 100 kg, 80 kg, 70 kg, 60kg, 50 kg, 45 kg, 40 kg, 35 kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10kg, 9 kg, 8 kg, 7 kg, 6 kg, 5 kg, 4 kg, 3 kg, 2 kg, 1 kg, 0.5 kg, 0.1kg, 0.05 kg, or 0.01 kg.

In some embodiments, a movable object may be small relative to a loadcarried by the movable object. The load may include a payload and/or acarrier, as described in further detail elsewhere herein. In someexamples, a ratio of a movable object weight to a load weight may begreater than, less than, or equal to about 1:1. In some instances, aratio of a movable object weight to a load weight may be greater than,less than, or equal to about 1:1. Optionally, a ratio of a carrierweight to a load weight may be greater than, less than, or equal toabout 1:1. When desired, the ratio of an movable object weight to a loadweight may be less than or equal to: 1:2, 1:3, 1:4, 1:5, 1:10, or evenless. Conversely, the ratio of a movable object weight to a load weightcan also be greater than or equal to: 2:1, 3:1, 4:1, 5:1, 10:1, or evengreater.

In some embodiments, the movable object may have low energy consumption.For example, the movable object may use less than about: 5 W/h, 4 W/h, 3W/h, 2 W/h, 1 W/h, or less. In some instances, a carrier of the movableobject may have low energy consumption. For example, the carrier may useless than about: 5 W/h, 4 W/h, 3 W/h, 2 W/h, 1 W/h, or less. Optionally,a payload of the movable object may have low energy consumption, such asless than about: 5 W/h, 4 W/h, 3 W/h, 2 W/h, 1 W/h, or less.

FIG. 36 illustrates an unmanned aerial vehicle (UAV) 3600, in accordancewith embodiments of the present invention. The UAV may be an example ofa movable object as described herein, to which the method and apparatusof discharging a battery assembly may be applied. The UAV 3600 caninclude a propulsion system having four rotors 3602, 3604, 3606, and3608. Any number of rotors may be provided (e.g., one, two, three, four,five, six, or more). The rotors, rotor assemblies, or other propulsionsystems of the unmanned aerial vehicle may enable the unmanned aerialvehicle to hover/maintain position, change orientation, and/or changelocation. The distance between shafts of opposite rotors can be anysuitable length 3610. For example, the length 3610 can be less than orequal to 2 m, or less than equal to 5 m. In some embodiments, the length3610 can be within a range from 40 cm to 1 m, from 10 cm to 2 m, or from5 cm to 5 m. Any description herein of a UAV may apply to a movableobject, such as a movable object of a different type, and vice versa.The UAV may use an assisted takeoff system or method as describedherein.

In some embodiments, the movable object can be configured to carry aload. The load can include one or more of passengers, cargo, equipment,instruments, and the like. The load can be provided within a housing.The housing may be separate from a housing of the movable object, or bepart of a housing for a movable object. Alternatively, the load can beprovided with a housing while the movable object does not have ahousing. Alternatively, portions of the load or the entire load can beprovided without a housing. The load can be rigidly fixed relative tothe movable object. Optionally, the load can be movable relative to themovable object (e.g., translatable or rotatable relative to the movableobject). The load can include a payload and/or a carrier, as describedelsewhere herein.

In some embodiments, the movement of the movable object, carrier, andpayload relative to a fixed reference frame (e.g., the surroundingenvironment) and/or to each other, can be controlled by a terminal. Theterminal can be a remote control device at a location distant from themovable object, carrier, and/or payload. The terminal can be disposed onor affixed to a support platform. Alternatively, the terminal can be ahandheld or wearable device. For example, the terminal can include asmartphone, tablet, laptop, computer, glasses, gloves, helmet,microphone, or suitable combinations thereof. The terminal can include auser interface, such as a keyboard, mouse, joystick, touchscreen, ordisplay. Any suitable user input can be used to interact with theterminal, such as manually entered commands, voice control, gesturecontrol, or position control (e.g., via a movement, location or tilt ofthe terminal).

The terminal can be used to control any suitable state of the movableobject, carrier, and/or payload. For example, the terminal can be usedto control the position and/or orientation of the movable object,carrier, and/or payload relative to a fixed reference from and/or toeach other. In some embodiments, the terminal can be used to controlindividual elements of the movable object, carrier, and/or payload, suchas the actuation assembly of the carrier, a sensor of the payload, or anemitter of the payload. The terminal can include a wirelesscommunication device adapted to communicate with one or more of themovable object, carrier, or payload.

The terminal can include a suitable display unit for viewing informationof the movable object, carrier, and/or payload. For example, theterminal can be configured to display information of the movable object,carrier, and/or payload with respect to position, translationalvelocity, translational acceleration, orientation, angular velocity,angular acceleration, or any suitable combinations thereof. In someembodiments, the terminal can display information provided by thepayload, such as data provided by a functional payload (e.g., imagesrecorded by a camera or other image capturing device).

Optionally, the same terminal may both control the movable object,carrier, and/or payload, or a state of the movable object, carrierand/or payload, as well as receive and/or display information from themovable object, carrier and/or payload. For example, a terminal maycontrol the positioning of the payload relative to an environment, whiledisplaying image data captured by the payload, or information about theposition of the payload. Alternatively, different terminals may be usedfor different functions. For example, a first terminal may controlmovement or a state of the movable object, carrier, and/or payload whilea second terminal may receive and/or display information from themovable object, carrier, and/or payload. For example, a first terminalmay be used to control the positioning of the payload relative to anenvironment while a second terminal displays image data captured by thepayload. Various communication modes may be utilized between a movableobject and an integrated terminal that both controls the movable objectand receives data, or between the movable object and multiple terminalsthat both control the movable object and receives data. For example, atleast two different communication modes may be formed between themovable object and the terminal that both controls the movable objectand receives data from the movable object.

FIG. 37 illustrates a movable object 3700 including a carrier 3702 and apayload 3704, in accordance with embodiments of the present invention.Although the movable object 3700 is depicted as an aircraft, thisdepiction is not intended to be limiting, and any suitable type ofmovable object can be used, as previously described herein. One of skillin the art would appreciate that any of the embodiments described hereinin the context of aircraft systems can be applied to any suitablemovable object (e.g., an UAV). In some instances, the payload 3704 maybe provided on the movable object 3700 without requiring the carrier3702. The movable object 3700 may include propulsion mechanisms 3706, asensing system 3708, and a communication system 3710.

The propulsion mechanisms 3706 can include one or more of rotors,propellers, blades, engines, motors, wheels, axles, magnets, or nozzles,as previously described. The movable object may have one or more, two ormore, three or more, or four or more propulsion mechanisms. Thepropulsion mechanisms may all be of the same type. Alternatively, one ormore propulsion mechanisms can be different types of propulsionmechanisms. The propulsion mechanisms 3706 can be mounted on the movableobject 3700 using any suitable means, such as a support element (e.g., adrive shaft) as described elsewhere herein. The propulsion mechanisms3706 can be mounted on any suitable portion of the movable object 3700,such on the top, bottom, front, back, sides, or suitable combinationsthereof.

In some embodiments, the propulsion mechanisms 3706 can enable themovable object 3700 to take off vertically from a surface or landvertically on a surface without requiring any horizontal movement of themovable object 3700 (e.g., without traveling down a runway). Optionally,the propulsion mechanisms 3706 can be operable to permit the movableobject 3700 to hover in the air at a specified position and/ororientation. One or more of the propulsion mechanisms 3700 may becontrolled independently of the other propulsion mechanisms.Alternatively, the propulsion mechanisms 3700 can be configured to becontrolled simultaneously. For example, the movable object 3700 can havemultiple horizontally oriented rotors that can provide lift and/orthrust to the movable object. The multiple horizontally oriented rotorscan be actuated to provide vertical takeoff, vertical landing, andhovering capabilities to the movable object 3700. In some embodiments,one or more of the horizontally oriented rotors may spin in a clockwisedirection, while one or more of the horizontally rotors may spin in acounterclockwise direction. For example, the number of clockwise rotorsmay be equal to the number of counterclockwise rotors. The rotation rateof each of the horizontally oriented rotors can be varied independentlyin order to control the lift and/or thrust produced by each rotor, andthereby adjust the spatial disposition, velocity, and/or acceleration ofthe movable object 3700 (e.g., with respect to up to three degrees oftranslation and up to three degrees of rotation).

The sensing system 3708 can include one or more sensors that may sensethe spatial disposition, velocity, and/or acceleration of the movableobject 3700 (e.g., with respect to up to three degrees of translationand up to three degrees of rotation). The one or more sensors caninclude global positioning system (GPS) sensors, motion sensors,inertial sensors, proximity sensors, or image sensors. The sensing dataprovided by the sensing system 3708 can be used to control the spatialdisposition, velocity, and/or orientation of the movable object 3700(e.g., using a suitable processing unit and/or control module, asdescribed below). Alternatively, the sensing system 3708 can be used toprovide data regarding the environment surrounding the movable object,such as weather conditions, proximity to potential obstacles, locationof geographical features, location of manmade structures, and the like.

The communication system 3710 enables communication with terminal 3712having a communication system 3714 via wireless signals 3716. Thecommunication systems 3710, 3714 may include any number of transmitters,receivers, and/or transceivers suitable for wireless communication. Thecommunication may be one-way communication, such that data can betransmitted in only one direction. For example, one-way communicationmay involve only the movable object 3700 transmitting data to theterminal 3712, or vice-versa. The data may be transmitted from one ormore transmitters of the communication system 3710 to one or morereceivers of the communication system 3712, or vice-versa.Alternatively, the communication may be two-way communication, such thatdata can be transmitted in both directions between the movable object3700 and the terminal 3712. The two-way communication can involvetransmitting data from one or more transmitters of the communicationsystem 3710 to one or more receivers of the communication system 3714,and vice-versa.

In some embodiments, the terminal 3712 can provide control data to oneor more of the movable object 3700, carrier 3702, and payload 3704 andreceive information from one or more of the movable object 3700, carrier3702, and payload 3704 (e.g., position and/or motion information of themovable object, carrier or payload; data sensed by the payload such asimage data captured by a payload camera). In some instances, controldata from the terminal may include instructions for relative positions,movements, actuations, or controls of the movable object, carrier and/orpayload. For example, the control data may result in a modification ofthe location and/or orientation of the movable object (e.g., via controlof the propulsion mechanisms 3706), or a movement of the payload withrespect to the movable object (e.g., via control of the carrier 3702).The control data from the terminal may result in control of the payload,such as control of the operation of a camera or other image capturingdevice (e.g., taking still or moving pictures, zooming in or out,turning on or off, switching imaging modes, change image resolution,changing focus, changing depth of field, changing exposure time,changing viewing angle or field of view). In some instances, thecommunications from the movable object, carrier and/or payload mayinclude information from one or more sensors (e.g., of the sensingsystem 3708 or of the payload 3704). The communications may includesensed information from one or more different types of sensors (e.g.,GPS sensors, motion sensors, inertial sensor, proximity sensors, orimage sensors). Such information may pertain to the position (e.g.,location, orientation), movement, or acceleration of the movable object,carrier and/or payload. Such information from a payload may include datacaptured by the payload or a sensed state of the payload. The controldata provided transmitted by the terminal 3712 can be configured tocontrol a state of one or more of the movable object 3700, carrier 3702,or payload 3704. Alternatively or in combination, the carrier 3702 andpayload 3704 can also each include a communication module configured tocommunicate with terminal 3712, such that the terminal can communicatewith and control each of the movable object 3700, carrier 3702, andpayload 3704 independently.

In some embodiments, the movable object 3700 can be configured tocommunicate with another remote device in addition to the terminal 3712,or instead of the terminal 3712. The terminal 3712 may also beconfigured to communicate with another remote device as well as themovable object 3700. For example, the movable object 3700 and/orterminal 3712 may communicate with another movable object, or a carrieror payload of another movable object. When desired, the remote devicemay be a second terminal or other computing device (e.g., computer,laptop, tablet, smartphone, or other mobile device). The remote devicecan be configured to transmit data to the movable object 3700, receivedata from the movable object 3700, transmit data to the terminal 3712,and/or receive data from the terminal 3712. Optionally, the remotedevice can be connected to the Internet or other telecommunicationsnetwork, such that data received from the movable object 3700 and/orterminal 3712 can be uploaded to a website or server.

FIG. 38 is a schematic illustration by way of block diagram of a system3800 for controlling a movable object, in accordance with embodiments ofthe present invention. The system 3800 can be used in combination withany suitable embodiment of the systems, devices, and methods disclosedherein. The system 3800 can include a sensing module 3802, processingunit 3804, non-transitory computer readable medium 3806, control module3808, and communication module 3810.

The sensing module 3802 can utilize different types of sensors thatcollect information relating to the movable objects in different ways.Different types of sensors may sense different types of signals orsignals from different sources. For example, the sensors can includeinertial sensors, GPS sensors, proximity sensors (e.g., lidar), orvision/image sensors (e.g., a camera). The sensing module 3802 can beoperatively coupled to a processing unit 3804 having a plurality ofprocessors. In some embodiments, the sensing module can be operativelycoupled to a transmission module 3812 (e.g., a Wi-Fi image transmissionmodule) configured to directly transmit sensing data to a suitableexternal device or system. For example, the transmission module 3812 canbe used to transmit images captured by a camera of the sensing module3802 to a remote terminal.

The processing unit 3804 can have one or more processors, such as aprogrammable processor (e.g., a central processing unit (CPU)). Theprocessing unit 3804 can be operatively coupled to a non-transitorycomputer readable medium 3806. The non-transitory computer readablemedium 3806 can store logic, code, and/or program instructionsexecutable by the processing unit 3804 for performing one or more steps.The non-transitory computer readable medium can include one or morememory units (e.g., removable media or external storage such as an SDcard or random access memory (RAM)). In some embodiments, data from thesensing module 3802 can be directly conveyed to and stored within thememory units of the non-transitory computer readable medium 3806. Thememory units of the non-transitory computer readable medium 3806 canstore logic, code and/or program instructions executable by theprocessing unit 3804 to perform any suitable embodiment of the methodsdescribed herein. For example, the processing unit 3804 can beconfigured to execute instructions causing one or more processors of theprocessing unit 3804 to analyze sensing data produced by the sensingmodule. The memory units can store sensing data from the sensing moduleto be processed by the processing unit 3804. In some embodiments, thememory units of the non-transitory computer readable medium 3806 can beused to store the processing results produced by the processing unit3804.

In some embodiments, the processing unit 3804 can be operatively coupledto a control module 3808 configured to control a state of the movableobject. For example, the control module 3808 can be configured tocontrol the propulsion mechanisms of the movable object to adjust thespatial disposition, velocity, and/or acceleration of the movable objectwith respect to six degrees of freedom. Alternatively or in combination,the control module 3808 can control one or more of a state of a carrier,payload, or sensing module.

The processing unit 3804 can be operatively coupled to a communicationmodule 3810 configured to transmit and/or receive data from one or moreexternal devices (e.g., a terminal, display device, or other remotecontroller). Any suitable means of communication can be used, such aswired communication or wireless communication. For example, thecommunication module 3810 can utilize one or more of local area networks(LAN), wide area networks (WAN), infrared, radio, WiFi, point-to-point(P2P) networks, telecommunication networks, cloud communication, and thelike. Optionally, relay stations, such as towers, satellites, or mobilestations, can be used. Wireless communications can be proximitydependent or proximity independent. In some embodiments, line-of-sightmay or may not be required for communications. The communication module3810 can transmit and/or receive one or more of sensing data from thesensing module 3802, processing results produced by the processing unit3804, predetermined control data, user commands from a terminal orremote controller, and the like.

The components of the system 3800 can be arranged in any suitableconfiguration. For example, one or more of the components of the system3800 can be located on the movable object, carrier, payload, terminal,sensing system, or an additional external device in communication withone or more of the above. Additionally, although FIG. 38 depicts asingle processing unit 3804 and a single non-transitory computerreadable medium 3806, one of skill in the art would appreciate that thisis not intended to be limiting, and that the system 3800 can include aplurality of processing units and/or non-transitory computer readablemedia. In some embodiments, one or more of the plurality of processingunits and/or non-transitory computer readable media can be situated atdifferent locations, such as on the movable object, carrier, payload,terminal, sensing module, additional external device in communicationwith one or more of the above, or suitable combinations thereof, suchthat any suitable aspect of the processing and/or memory functionsperformed by the system 3800 can occur at one or more of theaforementioned locations.

While preferred embodiments of the present invention have been shown anddescribed herein, it will be obvious to those skilled in the art thatsuch embodiments are provided by way of example only. Numerousvariations, changes, and substitutions will now occur to those skilledin the art without departing from the invention. It should be understoodthat various alternatives to the embodiments of the invention describedherein may be employed in practicing the invention. It is intended thatthe following claims define the scope of the invention and that methodsand structures within the scope of these claims and their equivalents becovered thereby.

What is claimed is:
 1. A geo-fencing device, comprising: a communicationmodule configured to transmit information within a predeterminedgeographic range of the geo-fencing device; and one or more storageunits configured to store one or more sets of flight regulations for thepredetermined geographic range of the geo-fencing device, wherein thecommunication module is configured to send a set of flight regulationsselected from the one or more sets of flight regulations to an unmannedaerial vehicle (UAV) when the UAV enters the predetermined geographicrange of the geo-fencing device.
 2. The geo-fencing device of claim 1,further comprising a detector configured to detect a presence of the UAVwithin the predetermined geographic range of the geo-fencing device. 3.The geo-fencing device of claim 2, wherein the detector is configured todetect the UAV using radar.
 4. The geo-fencing device of claim 2,wherein the detector is configured to detect the UAV using a visionsensor.
 5. The geo-fencing device of claim 2, wherein the detector isconfigured to detect the UAV's type or a UAV identifier.
 6. Thegeo-fencing device of claim 5, wherein the set of regulations isselected from a plurality of sets of flight regulations based on theUAV's type or the UAV identifier.
 7. The geo-fencing device of claim 2,wherein the detector is configured to detect the UAV with aid of one ormore external devices.
 8. The geo-fencing device of claim 2, wherein thegeo-fencing device is configured to receive a UAV identifier thatuniquely identifies the UAV from other UAVs, using the communicationmodule or the detector.
 9. The geo-fencing device of claim 8, whereinthe set of regulations is selected from a plurality of sets of flightregulations based on the UAV identifier.
 10. The geo-fencing device ofclaim 2, wherein the geo-fencing device is configured to receive a useridentifier that is unique from other user identifiers, using thecommunication module or the detector.
 11. The geo-fencing device ofclaim 10, wherein the set of regulations is selected from a plurality ofsets of flight regulations based on the user identifier.
 12. Thegeo-fencing device of claim 1, wherein the geo-fencing device is capableof providing a local map of the area around the geo-fencing device. 13.The geo-fencing device of claim 1, wherein the communication module isconfigured to continuously transmit the information within thepredetermined geographic range of the geo-fencing device.
 14. Thegeo-fencing device of claim 1, further comprising an indicator that isdetectable by the UAV.
 15. The geo-fencing device of claim 14, whereinthe indicator is a visual marker.
 16. The geo-fencing device of claim14, wherein the indicator is an infrared marker.
 17. The geo-fencingdevice of claim 14, wherein the indicator is a wireless signal.
 18. Thegeo-fencing device of claim 1, wherein the geo-fencing device isstationary.
 19. The geo-fencing device of claim 18, wherein thegeo-fencing device is on a structure.
 20. The geo-fencing device ofclaim 18, wherein the geo-fencing device is on a ground surface.